/• V*
ADA
THE ENGINEERING JOURNAL
INDEX TO VOLUME XXIII
JANUARY TO DECEMBER, 1940
Page
Abstracts of Current Literature. .28, 85, 115, 178, 228, 280, 320,
358, 395, 428, 472, 526
Adams, E. G., The Desirability of Inventory Verification by
Independent Engineers 215
Address of the Retiring President, H. W. McKiel 129
Aerodrome Construction for the British Commonwealth Air
Training Plan, J. A. Wilson 452
Aerodromes for Empire Air Plan, Building, Director of Public
Information 392
Aeroplanes, Factors affecting the Mass Production of, E. M. G.
MacGill 306
Agreement between the Institute and the Association of Pro-
fessional Engineers of Alberta, Proposed 403
Aids to Technical Education 532
Air Conditioning Defined 184
Aircraft Engineering in Wartime Canada (Broadcast) E. M. G.
MacGill 470
Air Force, Engineers for the 532
Alaska Highway, The, Arthur Dixon 263
Alberta Agreement, Result of Ballot on 434
Allan, J. A., Mineral Development North of 54° 274
Alloys during the Last Twenty Years, Some Developments in,
(abstract) O. W. Ellis 279
Amendments of By-Laws, Result of Ballots for
Angus, H. H., The Power Plant of the Ontario Mental Hos-
pital, St. Thomas, Ont
394
Annual General and Professional Meeting, Fiftv-fifth 531, 532
118
30
31
30
118
119
365
284
Annual General and Professional Meeting, Fifty-fourth.
Programme
Papers
Chairmen of Special Committees
Report of Meeting
Authors of papers
Associate Member, Engineering Institute Abolishes the.
Associate Membership is no more .
Association of Professional Engineers of Ontario 91, 479
Babbitt, J. D., The Optimum Thickness of Insulation for
Canadian Homes 20
Badges and Certificates 437
Ballot in Alberta 402, 478
Ballot on Nova Scotia Agreement 35
Banff to Jasper, Canada's Highway, T. S. Mills v 509
Basic Open Hearth Process at the Plant of the Algoma Steel
Corpn., The, A. H. Meldrum 265
Berry, A. E., Modern Sanitation and Water Supply Practice . . 380
Black, W. D., Industrial Development in Canada to Meet the
War Emergency (Broadcast) 521
Bolivia, Hydro-Electric Construction in, J. K. Sexton 256
Books, Old 409
Book Reviews 100, 296, 335, 409,548
Branches, Membership and Financial Statements of 78
Branches, News of —
Border Cities 38, 139, 190, 238, 291, 332, 369, 488
Calgary 38, 190, 332, 540
Edmonton 38, 95, 190, 239, 291, 540
Halifax 39, 139, 191, 291, 407, 541
Hamilton 39, 95, 140, 239, 291, 332, 488, 541
Kingston 39, 140, 191
Lakehead 40, 191,489
Lethbridge 40, 96, 191, 369, 541
London 41, 140, 240, 292, 489
Moncton 96, 333
Montreal 96, 141, 192, 293, 333, 490, 542
Niagara Peninsula 141, 192, 293, 334, 542
Ottawa 41, 97, 142, 192, 240, 294, 490, 542
Peterborough 41, 97, 193, 240, 543
Quebec 142, 193, 241, 295
Saguenav 369
Saint John 42, 142, 193, 242, 294, 490
St. Maurice Valley 97, 194, 295
Saskatchewan 142, 194, 242, 295, 543
Sault Ste. Marie 143, 194, 295, 491, 543
Toronto 42, 98, 195, 544
Page
Branches, News of — (Continued)
Vancouver 42, 195, 242, 334, 491, 544
Victoria 43, 98, 243, 546
Brant, A., Exploration for Hematite at Steep Rock Lake 464
British Commonwealth Air Training Plan, Aerodrome Con-
struction for the, J. A. Wilson 452
Broadcasts, Institute (Programme and Time Schedule) 436
Text of Broadcasts 467, 469, 470, 519, 521, 522
Bryce, J. B., The New Hydraulic Laboratory of the National
Research Council 317
Buchan, John (A Canadian Elegy) 183
By-Laws of the Institute (Rewording and Rearrangement).. . 351
Campbell, A. D., Canadian Highway Control and Safety. . . . 109
Canada's Highway — Banff to Jasper, T. S. Mills 509
Canadian Highway Control and Safety, A. D. Campbell 109
Canadian Industries in Wartime 232
Canadian Industry, The War Potential of, R. J. Magor 219
Canadian Mining Progress 270
Canadians Honoured in New York 182
Carr-Harris, G. G. M., Some Fundamental Engineering Prin-
ciples as applied to Mechanization
Charlewood, C. B., Steam Superheaters for Water Tube
Boilers
Circé, A., The Training of Engineers at the Ecole Polytechni-
que (Broadcast)
City Decentralization by Appropriate Distribution of Open
Spaces, Jacques Gréber
Coated Electrodes in Electric Arc Welding, M. S. Layton.. . .
Concrete, Glass Reinforcement for
Concrete, New Reinforcing Medium for
Concrete Repair Methods, Claude Gliddon
Conservation of Mineral Resources in a Balanced Develop-
ment of Canada, The Exploitation and, J. J. O'Neill. . . .
Continuous Truss of Varying Depth, Moment Distribution
and the Analysis of a, E. R. Jacobsen
Co-operation in Alberta 364, 434
Corporate Membership Classification 126
Corporation of Professional Engineers of Quebec 232
Correspondence 33, 92, 182, 233, 285, 327, 365, 402, 435, 480, 534
Council for 1939, Report of 65
Cousineau, Aimé, Regulation of Growth of Cities and Their
Decentralization 416
Cover Pictures 284
Cross, F. G., The Need of Water Conservation in Southern
Alberta
512
344
522
421
310
525
424
217
516
502
Darling, E. H., An Unusual Foundation Job
Desirability of Inventory Verification by Independent En-
gineers, The, E. G. Adams
Developments in Allovs during the Last Twentv Years, Some,
(Abstract), O. W. Ellis
Discussions —
Grounding Practice in Electric Systems, W. P. Dobson. .
Limit Design, C. M. Goodrich
Soil Mechanics at the Shand Dam, A. W. F. McQueen
and R. C. McMordie
The Economic Front, G. A. Gaherty
The 18-ft. Diameter Steel Pipe Line at Outardes Falls,
Quebec, A. W. F. McQueen and E. C. Molke
Erratum
The Fundamentals of Pile Foundations, I. F. Morrison . . .
Dixon, Arthur, The Alaska Highway
Dobson, W. P., Grounding Practice in Electric Systems
Discussion
Dominion Council of Professional Engineers, Annual Meeting
of
Duncan, W. A., Flame Hardening and its Application in
Modern Industry
Durley, R. J., Wildfowl and the Engineer
Ecole Polytechnique, The Training of Engineers at the,
(Broadcast), A. Circé
Economic Front, The, G. A. Gaherty
Discussion
213
459
215
279
158
220
173
271
11
127
63
263
152
158
326
15
427
522
7
271
December, 1940 THE ENGINEERING JOURNAL
Employment Service Bureau
SITUATIONS VACANT
GRADUATES in mechanical, electrical, metallurgical
and ELECTRICAL DRAUGHTSMEN required.
Applications should be accompanied with photo, list
of references and synopsis of experience, and ad-
dressed to Personnel Dept., Aluminum Co., of
Canada Ltd., 1010 St. Catherine Street, Montreal,
Que.
METALLURGICAL OR MECHANICAL GRAD-
UATE with some knowledge of and preferably
experience in non-ferrous metallurgy for production
and laboratory tests, etc., location in Toronto.
Apply Box No. 2210-V.
ELECTRICAL ENGINEER, fully experienced in
design of large modern power transformers. Give full
details of education, experience, and salary expected.
Applications not considered from persons now em-
ployed with firms producing war supplies or equip-
ment. Apply to Box No. 2231-V.
MECHANICAL ENGINEER, with thorough knowl-
edge of manufacturing, preferably in electrical ap-
paratus. Supply complete information, education
and previous experience. Applications not con-
sidered from persons now employed with firms
producing war supplies or equipment. Apply to Box
No. 2232-V.
DRAUGHTSMAN required by electrical manufac-
turer experienced in layout and detail work on
power transformers. State experience and salary
expected. Applications not considered from persons
now employed with firms producing war supplies or
equipment. Apply to Box No. 2233-V.
ENGINEER for fabricating plant, must be experienced
in the detail and design of structural steel. This is a
permanent position for the man with the necessary
qualifications. Apply to Box No. 2234-V.
GRADUATE in metallurgical engineering required by
large manufacturing plant in Montreal. Excellent
opportunity for experience and promotion. Apply
giving education, experience and salary expected to
Box No. 2235-V.
YOUNG MECHANICAL ENGINEER, recent gra-
duate, required for preparation of specifications and
performance data on steam generating equipment and
accessories. Previous experience in this line preferred
but not essential. Excellent opportunities for ad
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
CALLING ALL ENGINEERS !
Any engineers who are so situated that they can get leave of absence
in order to participate in some phase of war industry are requested to
communicate with Headquarters.
vancement. Applications from persons at present
employed in war industries will not be considered.
Apply to Box No. 2239-V.
GRADUATE CHEMIST with digestion sewage dis-
posal plant experience. Applicants to etate experience,
salary required and when at liberty. Apply Box No.
2244-V.
RECENT ENGINEERING GRADUATE, preferably
mechanical, with some drafting experience. Work will
consist of machinery and piping layouts and other
general engineering work in a paper mill near Ottawa.
Permanent position and excellent prospects for
suitable man. M en now employed in war industry will
not be considered. Apply Box No. 2245-V.
MECHANICAL DRAUGHTSMAN, for layout of
power plant equipment, piping systems, etc., prefer-
ably university graduate with three or four years'
experience. State age, experience, salary desired.
Location Toronto. Apply to Box No. 2247-V. ■
ENGINEERING DRAUGHTSMAN required for
centrally located mill. Preferably a graduate en-
gineer with several years' experience. Applications
from men employed in war industries will not be
considered. Apply Box No. 2249-V.
SALES ENGINEER for pulp and paper mill machin-
ery, woodworking and machine tools. Salary $50 a
month plus 1% commission, car supplied. Apply to
Box No. 2250-V.
SITUATIONS WANTED
CONSTRUCTION ENGINEER, University graduate
experienced in Power Plants, Transmission lines,
gunite construction, etc. Available on short notice.
Apply to Box No. 1527 -W.
CIVIL ENGINEER AND SURVEYOR— Experienced
in general building and war plant construction. Also
installation of mechanical equipment. Immediately
available. Apply to Box No. 2153-W.
ELECTRICAL ENGINEER, graduate, Age 47,
married. Experience covers draughting, construction,
maintenance, and operation. For the last ten years
employed as electrical superintendent in a large in-
dustrial plant. Apply to Box No. 1718-W.
ENGINEERS FOR THE AIR SERVICE
The following communication is printed at the request of
Air Marshal L. S. Breadner, Chief of Air Staff. Members of
the Institute and other engineers are requested to give it
careful consideration. Any persons remote from recruiting
centres are welcome to write to Headquarters for additional
information.
DErARTMENT OF NATIONAL DEFENCE
"Air Force"
Ottawa, Canada, November 29th, 1940.
mr. L. a. Wright, Secretary,
ENGINEERING INSTITUTE OF CANADA, MONTREAL, QUE.
Dear Sir :
The development of the British Commonwealth Air
Training Plan and the absorption of Technical personnel
in war industry, has resulted in a shortage of available men
with engineering qualifications.
At the present time the Royal Canadian Air Force is in
urgent need of personnel for training as Aeronautical Engineer
Officers. There is also an immediate requirement of Technical
Engineers with practical experience in aircraft production
or maintenance. Qualifications required of candidates for
appointment under these two classifications are as follows:
(a) Technical Engineer Officers
Candidates must be suitable in personal respects to
hold commissioned rank and must have the following
qualifications :
Thorough knowledge in engineering, applicable to
aeronautical requirements.
Adequate experience in aircraft repair work or exten-
sive aircraft factory experience.
Age limit — up to 50 years (highly qualified candidates
will be considered up to age 55).
While graduate engineers are preferred, it may be
necessary to accept candidates with lesser academic stand-
ing provided they have extensive practical experience.
(b) Potential Aeronautical Engineer Officers
These officers will be required to undergo a very
thorough course in aeronautical engineering before they
are assigned to duties.
Candidates must be of good character, suitable in a\l
THE ENGINEERING JOURNAL December, 1940
personal respects for appointment to commissioned rank
and above average in mental alertness.
An applied science degree in aeronautical, mining,
mechanical, civil, chemical, or electrical engineering is
desirable.
A candidate having extensive practical experience but
with a lower standard of education may be accepted. He
must, however, have attained a standard not lower than
senior matriculation. University graduates should have
at least one year's practical experience along any of the
several mechanical lines. Candidates with less than uni-
versity graduation standing will be required to have a
correspondingly greater practical experience.
The preferred age for appointment in this category is
25 to 40 years.
It would be greatly appreciated if you would make our
needs known to the several branches of your organization
throughout Canada and through this medium, to the in-
dividual members of the Institute. It is felt that an appeal
of this nature may be instrumental in directing to the
Royal Canadian Air Force, men who possess engineering
qualifications which may be of value to this service.
Prospective candidates should make application at the
nearest R.C.A.F. Recruiting Centre, so that it may be
ascertained whether they are physically fit and suitable in
all respects. This action will not necessitate a severance of
their civilian employment before they are appointed and
will entail no obligation on their part until actually called
for duty.
Your co-operation in this matter is earnestly requested
and it is hoped that if you have knowledge of any suitable
prospective applicants you will find it possible to acquaint
them with our urgent need and the procedure for submit-
ting their application. Might I also ask that you forward
their names and addresses, together with your recommenda-
tion in each case, to the nearest R.C.A.F. Recruiting
Centres or, if more convenient, to these Headquarters.
Assuring you that your assistance in this matter will be
most sincerely appreciated.
I am, yours very truly,
(Signed) L. s.
BREADNER, AIR VICE MARSHAL,
Chief of the Air Staff.
553
Discussions — (Continued)
Economie Impact of the War, The, F. C. James 113
Eighteen-foot Diameter Steel Pipe Line at Outardes Falls,
Que., A. W. F. MacQueen and E. C. Molke — Discussion . . 11
Erratum 127
Elections and Transfers . 35, 92, 136, 189, 234, 287, 366, 438, 481, 535
Electric Arc Welding, Coated Electrodes in, M. S. Layton 310
Ellis, O. W., Some Developments in Alloys during the Last
Twenty Years (Abstract) 279
Engineer, Government and the, A. A. Potter 514
Engineering in Transportation, S. W. Fairweather 61
Engineers' Council for Professional Development, The 482
Engineers for the Air Force 532
Engineers in Parliament 182
Engineers in the War (Broadcast), T. H. Hogg 467
Errata 127, 435
Evacuee Proposal, The 401
Evacuees 364
Exploitation and Conservation of Mineral Resources in a
Balanced Development of Canada, The, J. J. O'Neill.. . . 516
Exploration for Hematite at Steep Rock Lake, A. Brant 464
Factors Affecting the Mass Production of Aeroplanes, E. M. G.
MacGill 306
Fairweather, S. W., Engineering in Transportation 61
Fees of Members Overseas 182
Financial Statements — ■
Of the Institute 67, 68
Of the Branches 78
Fire 479
Flame-Hardening and its Application in Modern Industry,
W. A. Duncan 15
Flight Test Reporting, Practicable Forms for, E. M. G.
MacGill 53
Forms for Flight Test Reporting, Practicable, E. M. G.
MacGill 53
Foundation Job, An Unusual, E. H. Darling 459
Frigon, A., Radio in Canada (Broadcast) 519
Fundamental Engineering Principles as Applied to Mechan-
ization, Some, G. G. M. Carr-Harris 512
Fundamentals of Pile Foundations, I. F. Morrison-Discussion 63
Gaherty, G. A., The Economic Front 7
Discussion 271
Glass Reinforced Concrete 424, 525
Gliddon. Claude, Concrete Repair Methods 217
Goodrich, C. M., Limit Design 5
Discussion 220
Government and the Engineer, A. A. Potter 514
Gréber, Jacques, City Decentralization by Appropriate Dis-
tribution of Open Spaces 421
Grounding Practice in Electric Systems, W. P. Dobson 152
Discussion 158
Harkom, J. F., Preservative Treatment of Poles by End-
Boring 315
Helping to Win 400
Hematite at Steep Rock Lake, Exploration for, A. Brant. . . . 464
Highway Control and Safety, Canadian, A. D. Campbell. . . . 109
Hogg, T. H. (Biography) 128
Hogg, T. H., Engineers in the War (Broadcast) 467
Hogg, T. H., Our Responsibilities 107
Hosford, W. F., The Problems and Responsibilities of Man-
agement 206
Hydraulic Laboratory of the National Research Council, The
New, J. B. Brycè and K. F. Tupper 317
Hydro-Electric Construction in Bolivia, J. K. Sexton 256
Industrial Development in Canada to Meet the War Emer-
gency (Broadcast) W. D. Black 521
Institute Prize Awards 1940 328
Institute Prizes, Rules Governing Award of 244
Institute Prize Winners (Biographies) 135
Institute's Part, The 400
Insulation for Canadian Homes, The Optimum Thickness of,
J. D. Babbitt 20
International Affiliation 478
Inventory Verification by Independent Engineers, The Desir-
ability of, E. G. Adams 215
Jaeobsen, E. R., Moment Distribution and the Analysis of a
Continuous Truss of Varying Depth 502
James, F. C, The Economic Impact of the War 113
James Watt International Medal, The 533
Layton, M. S., Coated Electrodes in Electric Arc Welding 310
Library Notes. .44, 99, 144, 196, 246, 297, 335, 371, 408, 443, 492, 546
Limit Design, C. M. Goodrich 5
Discussion 220
Looking Ahead, H. W. McKiel 3
MacGill, E. M. G., Aircraft Engineering in Wartime Canada
(Broadcast)
MacGill, E. M. G., Factors Affecting the Mass Production of
Aeroplanes
MacGill, E. M. G., Practicable Forms for Flight Test Report-
ing.
Page
470
306
53
Mackenzie, C. J., War Research — An Engineering Problem
(Broadcast)
Magor, R. J., The War Potential of Canadian Industry
Management, The Problems and Responsibilities of, W. F.
Hosford
Manufacture of Munitions, The
Maple Leaf Trainer II
Mass Production of Aeroplanes, Factors Affecting the,
E. M. G. MacGill
McKiel, H. W., Looking Ahead
McMordie, R. C, and A. W. F. McQueen, Soil Mechanics at
the Shand Dam
Discussion
McNaughton, Lieutenant-General A. G. L
McQueen, A. W. F. and R. C. McMordie, Soil Mechanics at
the Shand Dam
Discussion
Mechanization, Some Fundamental Engineering Principles as
Applied to, G. G. M. Carr-Harris
Meetings of Council 34, 131, 184, 233, 286, 328, 366, 436, 533
Meldrum, A. H., The Basic Open Hearth Process at the Plant
of The Algoma Steel Corpn
Membership of Branches
Military Engineering, Modern, E. Schmidlin
Mills, T. S., Canada's Highway — Banff to Jasper
Mineral Development North of 54°, J. A. Allan
Moment Distribution and the Analysis of a Continuous Truss
of Varying Depth, E. R. Jaeobsen
Munitions, the Manufacture of
469
219
206
533
33
306
3
161
173
364
161
173
512
265
78
25
509
274
502
533
National Registration 364, 434
Need of Water Conservation in Southern Alberta, The, F. G.
Cross 213
Newly Elected Officers of the Institute (Biographies) 133
Nominees for Officers (List of) 437
Obituaries —
Allan, Robert Gage
Baldwin , Robert Archer
Barnum, John Baylor
Barr, Shirley
Bertrand, Joseph N. Têtu
Bridges, Frederick
Bright, David Mussen
Carson, William Harvey
Chambers, Edward Coulthurst Gibbons . .
Chapman, Walter Peck
Davis, George Sanford
Desmeules, Sylvio Antoine
Drewry, William Stewart
Evans, Edward Arthur
Gates, Archibald Bland
Garey, John Denis
Gordon, Air Vice-Marshal James Lindsay.
Gzowski, Casimir Stanislaus
Hay, Alexander Loudon
Hodgins, Arthur Edward
Howard, Major Stuart
Jamieson, James A
Johnston, John Thomas
Lalonde, Flying Officer Jean A
Logan, William Allison
Macdonald, Arthur Cameron
MacKenzie, Howard Archibald
MacPherson, Lt.-Col. Duncan
McColl, Samuel Ebenezer
McCulloch, Andrew Lake
McDonnell, Frank
McNab, James Veitch
McRae, John Bell
Mitchell, Samuel Phillips .
538
442
290
237
368
289
138
488
538
538
94
35
35
94
442
488
188
441
406
35
289
237
442
368
188
538
289
95
138
290
94
331
238
368
Monsarrat, Lieut. -Col. Charles 138, 188
Naish, Major Theodore Edward.
Ogilvie, William Morley
Owens, Edward James
Palmer, Robert Kendrick
Potter, Alexander
Routley, Herbert Thomas
Sabourin, Alexandre Georges. . . .
Sammett, Matthew Alexander. . .
Seymour, Horace Llewellyn
Shearer, George Wyman
Smith, Frank Lawrence
White, James Alexander Gordon .
Wilgar, William Percy
Woods, Joseph Edward
188
441
538
539
331
331
488
237
238
138
442
539
406
237
THE ENGINEERING JOURNAL December, 1940
Page
Officers of the Institute, Newly Elected (Biographies) 133
O'Neill, J. J., The Exploitation and Conservation of Mineral
Resources in a Balanced Development of Canada 516
Optimum Thickness of Insulation for Canadian Homes, The,
J. D. Babbitt 20
Our Responsibilities, T. H. Hogg 107
Past Presidents' Prize 32, 478
Personals 36, 93, 137, 185, 235, 288, 330, 367, 404, 439, 486, 536
Pictures 182
Poles by End-Boring, Preservative Treatment of, J. F.
Harkom 315
Potter, A. A., Government and the Engineer 514
Power Plant of the Ontario Mental Hospital, The, H. H. Angus 394
Preservative Treatment of Poles by End-Boring, J. F. Harkom. 315
Prize Winners, Institute (Biographies) 135
Problems and Responsibilities of Management, The, W. F.
Hosford 206
Publications of American Engineering Societies 185
Radio in Canada (Broadcast), A. Frigon 519
Recent Graduates in Engineering 328
Regulation of Growth of Cities and Their Decentralization,
Aimé Cousineau 416
Reports from Branches, Abstracts of 75
Report of Council for the year 1939 65
Respectfully Submitted 479
Rules Governing Award of Institute Prizes 244
Safety, Canadian Highway Control and, A. D. Campbell. . . . 109
Sanitation and Water Supply Practice, Modern, W. Storrie
and A. E. Berry 380
Schmidlin, E., Modern Military Engineering 25
Sexton, J. K., Hydro-Electric Construction in Bolivia 256
Shand Dam, Soil Mechanics at the, A. W. F. McQueen and
R. C. McMordie 161
Discussion 173
Page
Sirois Report, The Professions and 534
Smith Memorial Medal, The Julian C 438
Soil Mechanics at the Shand Dam, A. W. F. McQueen and
R. C. McMordie 161
Discussion 173
Specifications, Canadian Engineering Standards Association 91, 99, 547
Standards, List of the New and Revised British 246, 371, 547
Steam Superheaters for Water Tube Boilers, C. B. Charlewood 344
Steep Rock Lake, Exploration for Hematite at, A. Brant. . . . 464
Storrie, W., Modern Sanitation and Water Supply Practice. . . 380
Superheaters for Water Tube Boilers, Steam, C. B. Charle-
wood 344
Technical Education, Aids to 532
Technical Supplements 479
Timber of Canada 435
Training of Engineers at the Ecole Polytechnique, The
(Broadcast), A. Circé 522
Transportation, Engineering in, S. W. Fairweather 61
Tupper, K. F., The New Hydraulic Laboratory of the National
Research Council 317
Tweedsmuir, Lord (Photograph) 126
Water Conservation in Southern Alberta, The Need of, F. G.
Cross 213
Water Supply Practice, Modern Sanitation and, W. Storrie
and A. Ë. Berry 380
War Potential of Canadian Industry, The, R. J. Magor 219
War Research — An Engineering Problem (Broadcast) C. J.
Mackenzie 469
Watt International Medal, The James . .• 533
Western Water Problems 400
Erratum 435
Wildfowl and the Engineer, R. J. Durley 427
Wilson, J. A., Aerodrome Construction for the British Com-
monwealth Air Training Plan 452
Winners of Prizes, Letters from 401, 479
111
December, 1940 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 23
JANUARY 1940
NUMBER 1
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
S050 MANSFIELD STREET - MONTREAL
CONTENTS
L. AUSTIN WRIGHT, a.m.b.i.c.
Editor
N. E. D. SHEPPARD, a.m.b.i.c.
Advertising Manager
PUBLICATION COMMITTEE
A. DUPERRON, m.e.i.c., Chairman
C. K. McLEOD, a.m.b.i.c, V ice-Chairman
J. B. CHALLIES, m.e.i.c.
R. H. FINDLAY, m.e.i.c.
O. O. LEFEBVRE, m.e.i.c.
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J. E. ST. LAURENT, m.e.i.c.
T. C. THOMPSON, a.m.b.i.c.
H. J. VENNES, a.m.b.i.c.
ADVISORY MEMBERS
OF PUBLICATION COMMITTEE
L. McK. ARKLEY, m.e.i.c.
S. R. BANKS, a.m.b.i.c.
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LOOKING AHEAD
H. W. McKiel, M.E.I.C 3
LIMIT DESIGN
C. M. Goodrich, M.E.I.C 5
THE ECONOMIC FRONT
G. A. Gaherty, M.E.I.C 7
DISCUSSION ON THE 18-FOOT DIAMETER STEEL PIPE LINE AT
OUTARDES FALLS 11
FLAME HARDENING AND ITS APPLICATION
W. A. Duncan ........... 15
INSULATION FOR CANADIAN HOMES
J. D. Babbitt 20
MODERN MILITARY ENGINEERING
Brigadier E. Schmidlin ......... 25
ABSTRACTS OF CURRENT LITERATURE 28
FIFTY-FOURTH ANNUAL GENERAL AND PROFESSIONAL
MEETING 30-31
EDITORIAL COMMENT 32
Co-operation in Nova Scotia ........
Good Appointment ..........
Modern History ...........
Past-Presidents' Prize ..........
Correspondence ...........
Hospitality in Houston, Texas ........
The Maple Leaf Trainer — II ........
Meetings of Council ..........
Ballot on Nova Scotia Agreement .......
Obituaries ............
Elections and Transfers .........
PERSONALS 36
NEWS OF THE BRANCHES 38
LIBRARY NOTES 44
PRELIMINARY NOTICE 46
EMPLOYMENT SERVICE 47
INDUSTRIAL NEWS 48
THE ENGINEERING INSTITUTE OF CANADA
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LIST OF INSTITUTE PRIZES
. .For outstanding merit or note-
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Duggan Prize Medal and cash to
value of $100. . . For paper on constructional
engineering involving the use
of metals for structural or
mechanical purposes.
Gzowski Prize Gold medal For a paper contributing to
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sion of civil engineering.
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Leonard Prize.
.Gold medal.
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o.
40
society.
January, 1940 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
VOLUME 23 JANUARY 1940 NUMBER 1
"To facilitate the acquirement and interchange of professional knowledge
among its members, to promote their professional interests, to encourage
original research, to develop and maintain high standards in the engineering
profession and to enhance the usefulness of the profession to the public."
LOOKING AHEAD
Once again the Institute finds itself at the beginning of a New Year, a year which is certain to
be one of the most momentous of all time. Canada and the Empire are again at war, engaged
in a struggle, upon the result of which depends the continuance of that type of liberty which is
peculiar to democracy. For many years now the Empire has done everything in its power to avoid
open conflict, yielding time and again to the pressure of the dictators, rather than risk the chance
of war. However, during the latter part of the year just past, conditions became such that no choice,
but the use of force, remained. We are fighting to retain on the earth's face those ideals of civic
and religious liberty to which Anglo-Saxons have been accustomed for many generations. Even
more we were faced with the possible destruction of the very foundation of our liberty and the
basis of our civilization, the search for truth, the extension of knowledge. These have long been the
heritage of the civilized world and especially of our profession. Such a possibility was beyond any
limit of indignity which a free people would suffer for the sake of peace. Of course, when the Empire
went to war so did the Canadian people. Hence on the first of September it was my privilege, on
your behalf, to pledge the support of the Institute and its members to the Canadian Government.
In this action I know I have your approval.
The old year brought us war. What of the new one ? It would be a rash man who at this time
would venture any prophecy. However, we should take stock and see wherein we as engineers and
as an Institute can be of service. We have been told again and again that this is not to be a war
like those of the past, but that it is to be essentially mechanical and technical, that, in fact, it is to
be an engineer's war. All evidence available at present tends to support this idea. We then must
be prepared individually and as a body to do what is expected of us. But we are not always the best
judge, ourselves, of the place in which our service may be of greatest value. Hence we must school
ourselves to wait till that place is decided for us and the call comes. Since the declaration of war I
have been privileged to meet with and talk to engineers in all provinces of Canada, other than
Prince Edward Island. I have found all engineers anxious to serve and merely waiting till they can
learn where and how this may be done to the best advantage.
Also I have seen the country as a whole, looking ahead with calm confidence to the struggle, not
as a glorious adventure but as a nasty job that must be done. I have visited the garrisons of our
western coast defences, and a few weeks ago I stood on the decks of transports in an eastern harbour
and talked with the men and officers just about to sail. The bearing and attitude of these men are
typical, I believe, of our whole Canadian people. This war must be won to save civilization, which
the ideology of the dictators threatens to destroy. The engineers of Canada to-day are united as
never before. Like the people of the Empire they have only one purpose, one ideal, the defence
of all we hold so dear. There is not a shadow of a doubt as to the outcome, be it swift or long drawn
out. No nation with the spirit which animates the Canadian people or those of the Empire to-day
can be defeated.
Hence I can see no room for pessimism either for our nation or our profession. We must look
forward to the New Year cheerfully, optimistically, and courageously. May I then wish you one
and all a very Happy New Year.
THE ENGINEERING JOURNAL January, 1940
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, BOYD CANDLISH
Tiee-Chair., F. J. BRIDGE
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CALGARY
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Queen's University, Kingston,
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Sec.-Treas., R. K. ODELL
Dept. of Mines & Resources,
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Peterborough, Ont.
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QUEBEC
Chairman, PHILIPPE MÉTHÉ
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Executive J. G. O'DONNELL T. M. DECHENE
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(Ex-Officio), H. CIMON R. B. McDUNNOUGH
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Sec.-Treas., PAUL VINCENT
Department of Colonization, Room
263-A Parliament Buildings, Quebec,
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SAGUENAY
Chairman, ADAM CUNNINGHAM
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Sec.-Treas., K. A. BOOTH
c/o Price Bros. & Co.,
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SAINT JOHN
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(Ex-Officio), H. J. WARD E. B. WARDLE
Sec.-Treas., V. JEPSEN,
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Chairman, I. M. FRASER
Vice-Chair., P. C. PERRY
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Sec.-Treas., J. J. WHITE
City Hall, Regina, Sask.
SAULT STE. MARIE
Chairman,
Vice-Chair.
Executive,
(Ex-Officio)
Sec.-Treas.,
TORONTO
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O. A. EVANS,
178 Albert St. E.,
Sault Ste Marie, Ont.
Chairman, A. E. BERRY
Vice-Chair., N. MacNICOL
Executive, H. E. BRANDON
W. S. WILSON
A. O. WOLFF
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G. H. ROGERS
M. BARRY WATSON
(Ex-Officio) O. HOLDEN
A. U. SANDERSON
C. E. SISSON
Sec.-Treas., J. J. SPENCE,
Engineering Bldg.,
University of Toronto,
Toronto, Ont.
VANCOUVER
Chairman, C. E. WEBB
Vice-Chair., W. O. SCOTT
Executive, T. PRICE MAJOR J. R. GRANT
W. N. KELLY P. B. STROYAN
P. H. BUCHAN C. A. DAVIDSON
ERNEST SMITH
JAS. ROBERTSON
T. V. BERRY,
3007-36th Ave. W.,
Vancouver, B.C.
(Ex-Officio)
Sec.-Treas.,
VICTORIA
Chairman, J. N. ANDERSON
Vice-Chair., H. L. SHERWOOD
Executive, E. W. IZARD A. L. CARRUTHERS
R. C. FARROW G. L. STEPHENS
(Ex-Officio), K. MOODIE
Sec.-Treas., KENNETH REID,
1336 Carnsew St.,
Victoria, B.C.
WINNIPEG
Chairman, J. W. SANGER
Vice-Chair., H. L. BRIGGS
Executive, D. N. SHARPE
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G. C. DAVIS
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J. T. ROSE
(Ex-Officio), W. D. HURST
A. J. TAUNTON
Sec.-Treas., J. HOOGSTRATEN,
University of Manitoba,
Fort Garry, Man.
January, 1940 THE ENGINEERING JOURNAL
LIMIT DESIGN
C. M. GOODRICH, m.e.i.c.
Chief Engineer, The Canadian Bridge Company, Limited, Walkerville, Ont.
Paper to be presented before the General Professional Meeting of The Engineering Institute of Canada, at
Toronto, Ontario, on February 9th, 1940.
SUMMARY — Limit design is denned and shown to be implicit
in various current practices and in open use abroad. It in-
cludes the selective use of any theory or method appropriate
and convenient, but accents the prior use of common sense
in the selection of the best procedure.
Introduction
Limit design is the name given to that method of struc-
tural analysis which seeks to determine the point of failure
of a given structure, after which working loads are deter-
mined by dividing the ultimate loads by a factor selected
in accordance with the designer's judgment as to the con-
ditions which will obtain during its useful life.
It may also be used as a name for such procedure as
sets arbitrary limits within which failure is practically
certain not to occur, the object being simplification of what
is as yet unsolved, or of avoidance of a calculation that is
tedious and difficult.
Our usual design method assumes a set of unit stresses,
and so proportions the structure in hand that these stresses
will not be exceeded, usually on the basis of various sim-
plifying assumptions such as these: that stresses meet in a
point; that there are no secondary stresses; that stringers
are simple beams; that the length of truss members or of
floor beams is the distance centre to centre of intersections,
and the like.
When an elastic method is used, this assumes that the
stresses never exceed the proportional limit; that erection
is perfect; that exterior conditions are always determinate
and unchanging.
It will be seen that limit design is free to use the usual
method, and in the majority of cases it will do so, bearing
in mind its inaccuracies, and that it is free to use any
appropriate elastic method, but also keeping in mind the
fact that in many instances the elastic limit may be exceed-
ed, that erection may not attain an ideal perfection and
that end conditions may be other than those assumed or
may change.
Limit design is in some measure a return to Hooke's Law
"ut tensio, sic vis," which may be paraphrased "Watch the
distortions to find the stresses"; current practices generally
reverse this procedure. Up to the proportional limit there
is appreciably a straight line relationship between stress
and strain in many steels ; above this point this is no longer
true, and limit design recognizes this fact and seeks to
make intelligent use of the region above as well as of that
below this point.
There are two features about limit design that may en-
title it to a name: first, its open recognition of facts; and
second, its invitation to explore the possibilities.
History of Development
It has long been in current use in Holland, in Budapest,
in Hamburg, and in other cities on the Continent.
In America it was apparently first discussed by Professor
Van den Broek, in lectures here and there, in his work at
the University of Michigan, and in a paper published in
the Proceedings of the American Society of Civil Engineers
for February, 1939.
It will perhaps be of interest to cite certain cases where
the underlying ideas of limit design are used. In any rivet
group forming an end connection we divide the stress in
the member by an arbitrary rivet value, and shut our eyes
to any possibility of elastic deformations. Limit design is
willing to recognize ductile permanent deformations in the
end rivets, but calls attention to a resulting danger if the
stresses are reversible, a point insufficiently investigated in
our laboratories.
In reinforced concrete formulae there is a curved stress-
strain line, while in structural steel it is straight. Limit
design is therefore used here, when a factor of the breaking
load is really taken, although the formulae purport to give
stresses at varying loadings.
In welding work, ductility of welds is recognized and
instead of a straight line from maximum tension to maxi-
mum compression two rectangles of stress are often assumed,
so as better to account for test results.
The modulus of rupture is quite different from the usual
modulus in a beam; while this is familiar to all, it would
never occur to many that there exist cases where this fact
may be used in design. The Considère-Engesser column
treatment employs the fact of ductility. Professor Hardy
Cross in his Column Analogy outlines a method of using
the factor of ductility in rigid frames. Professor August
Foppl in his Vorlesungen iiber Technische Mechanik (six
volumes and nearly 3,000 pages) tells us that in a bridge
to catch possible falling objects (as transmission lines over
a street) we should figure, not on elastic theory, but on
the basis of ductility, allowing the bridge to deflect a foot
or so rather than an inch or so.
Simplification Made Possible
Usually, limit design leads to simplification. In his
Materials of Construction, Professor J. B. Johnson, speak-
ing of flat plates, says in a footnote "these proximate solu-
tions are offered as illustrative of simple approximate
methods which may often be applied to very complicated
problems of this class." In this case a special application
of limit design is used; a limit is arbitrarily set for a case
which is mathematically hideous, a limit which eliminates
the hard work and gets much the same result.
Some masts or radiators are guyed at many levels. Some
of these may be designed by first assuming them straight,
then finding the deflection and the stress if one guy point
alone moved due to a wind load; this second stress will
sometimes be trifling, and it is rather a long task to calcu-
late the action of guys and of the mast in combination,
since the changing sag in each guy presents a tedious
problem.
Suppose we have a fixed beam carrying uniform vertical
loading. The architect would perhaps say that a moment
of ttfZ 2 /8for a simple beam ought to be all right. The
elastic computation gives wl 2 /l2, but at the ends this time,
with half this at the centre. Limit design says that before
any appreciable deflection takes place the three moments
at end and at centre will be equal, and in consequence the
maximum moment is wl 2/ \6 instead of wl 2 /\2 or wl 2 /8-
In a viaduct tower with plus and minus bracing the
stresses are often made equal for tension and compression
diagonals in the same panel. Often, however, these members
are figured as taking tension only. We accept either of
these solutions, since obviously the second is on the side of
safety. But it would be difficult to persuade the conven-
tional engineer to accept something between. He accepts
two limits, but he recognizes nothing at all between them.
In an earlier time it was necessary to guarantee transmission
towers to carry agreed loads under test in order to avoid
the condemnation of structures, with this and other novel
features, by well-meaning engineers whose criteria came
largely from text books and specifications. The first designs
for towers for the Hydro-Electric Power Commission of
Ontario were condemned by four eminent authorities, and
the weakest of the two first towers, tested in 1910, carried
a fifty per cent overload.
THE ENGINEERING JOURNAL January, 1940
Riveted railway bridges are undoubtedly stronger than
pin structures under the same specifications. Probably mul-
tiple intersection bridges are stronger than comparable
single truss bridges. A chain is no stronger than its weakest
link, but a bridge or a tower may be, and often is, stronger
than any of its component parts. Stringers may carry a
part of the load of the bottom chord ; laterals a part of that
of the top chord. When a connection in a bridge is over-
stressed, it may give a little, after which it will be self-
adjusted for a certain secondary stress, and get less of it,
while the material itself will have had its elastic limit
raised.
Important Effect of Distortions on Stress
Modern theories as to combined stress, as those of Sandel
and of Schleicher, which have good agreement with tests,
are solidly based on distortions, instead of on mathematics,
and are relatively simple to handle. In Bethlehem's last
handbook, pages 279 to 289, there is a "Simplified Analysis
of Torsional Stresses in Structural Beams." In the Zeit-
schrift des Vereins deutscher Ingénieur, 1917, page 694,
Professor Fôppl gave an approximation, according with
tests of relatively thin open sections such as angles, chan-
nels, zees, and I-beams, where the polar moment of inertia
is taken as J = ]A, 2 Lt 3 , in which L is the length and t the
thickness of the several rectangles into which the section
may be divided. A working formula should be one with
which it is easy to work.
In the Second Report of the Steel Structures Research
Committee, Department of Scientific and Industrial
Research, published by H. M. Stationery Office, in London,
page 316, under Summary and Conclusions, one finds para-
graph (k) to read:
"Tests on a two-bay frame, which was designed to be
symmetrical showed that the stresses at corresponding
sections which would have been equal had the frame been
truly symmetrical differed by more than 50 per cent.
Calculations showed that the unsymmetrical stress dis-
tribution was due to variations in the rigidities of the
beam connections of the same order as those already
measured in the tests on the single-bay frame."
"Since these large differences in stress were brought
about by connections which, as far as the designer could
tell were identical, it was considered necessary to investi-
gate the matter further. Another two-bay frame was
erected as it would be in practice and, on loading, serious
lack of symmetry was again detected. Since the stresses
were clearly affected by some slight differences in the
connections it was thought worth while to determine the
behaviour of a frame built up with the greatest care. In
the third two-bay frame, therefore, new and carefully
fitted connections were used, but in spite of these pre-
cautions discrepancies of about 25 per cent were observed
in the stresses."
Common Sense in Wind Bracing Design
The first workmanlike presentation of a wind bracing
method the author encountered was by Dr. Robins Fleming,
that most lucid and most practical structural engineer, to
whom we owe so much, in Engineering News, 1913, page
493. Here are clearly set forth three methods, that of the
cantilever beam, the portal method, and the continuous
portal method.
Since that time we have had many methods presented
here and there, some of them usable, some of them not.
The method of slope-deflection purports to be "exact," but
is very tedious indeed, too long to be usable. Incidentally,
the method appears to be the end tangent method renamed,
used in Germany by Kleinlogel and doubtless others prior
to its appearance in America. For a so-called "exact"
method Unold's book presents what appears to be the most
nearly usable method, although far from attractive. The
method of moment distribution and Goldberg's method are
both measurably usable. In the June, 1939, Proceedings of
the American Society of Civil Engineers, appears the sixth
report of the Society's Wind Bracing Committee, of which
Professor C. R. Young is chairman. Professor Francis P.
Witmer appears to have played a large part in developing
a method which is definitely practical and amply theoretical
for anyone of good sense. It is the best yet, the author
holds, by long odds.
Now we know that our best efforts to erect mathematical
edifices on the shifting sands of many assumptions are found
to result in an approximation. The British Steel Structures
report assures us of this, although it tells but a small part
of the story. And we know also that almost any well de-
signed and well-detailed steel skeleton in a completed build-
ing will show good results in strong winds. The writer has
in several cases checked designs, for high buildings in
Detroit, by a vastly simpler method. The dimensions of
columns in the usual cases vary but little in any one storey,
and in consequence one may arbitrarily select contraflexure
points, figure the wind moments in each storey, and com-
pare the sum of the capacities of the columns provided,
checking next the resulting moments in adjacent beams
from those of individual columns. Of course, if the building
is of the flatiron type or otherwise of unusual design, one
must go farther than this on one's analysis.
Overworking of Elastic Theory
In a recent number of Civil Engineering the author offered
a note as to a two-storey bent, without diagonals, carrying
side loads. In a recent text book the problem was solved in
five and a half pages; in a previous article in Civil Engineer-
ing by an almost equally extensive process involving the
antiquated method of least work; in the note in one line.
But it would have been quite as good, from the merely
practical standpoint, to have assumed a few points of
contraflexure, and avoid elastic theory entirely.
Elastic theories are interesting ; one prefers them to cross-
word puzzles. All they can do, however, is to give an
approximate idea of what may happen in a structure when
built, and then only up to a point below the strength of
the structure. It would seem a proper procedure to size up
all the conditions, so far as possible, and to select the limits
to which we should design any structure according to its
expected time of use, the probable frequency of use, the
insurance risk, the deflections permissible, the numbers of
paths the applied loads may follow to ground, and other
such factors. Specifications, more or less faithfully copied
from ancestral specifications, may make this impossible.
Rivet values may require us to put in so many rivets that
the structure as a whole is weakened, or the appearance
hurt by sprawling gusset plates. We may be cramped by an
excessively complicated and highly theoretical contraption
of a column formula, used for everything from a flagstaff
to a short column fixed at both ends. We are almost univer-
sally required to use the reduced column load for column
bending, cheerfully ignoring both theory and experiment.
This paper has been as discussive as brief. It is but an
introduction to a subject already familiar in certain isolated
cases, but which needs to be brought into the open and
frankly discussed.
There is in existence no extended treatment of limit
design.
One may say, perhaps, that limit design invites us to
face all the facts we can gather together, and then throw
away those we believe non-essential, making our structure
accordingly, and with the least amount of design work
which is economically consistent with the importance of
the work in hand. The theory — if one can call it a theory
— might be thought of as the application of common sense
to whatever problem comes up, with a resulting determina-
tion as to what should be done. One may call it the method
of the open mind. We may be led through flowery paths
of differential equations and unknowns and determinants,
and we may be led to plain arithmetic. Let the chips fall
where they may, and let us be sensible about it.
January, 1940 THE ENGINEERING JOURNAL
THE ECONOMIC FRONT
G. A. GAHERTY, m.e.i.c.
President, Montreal Engineering Company, Limited, Montreal
Paper to be presented before the General Professional Meeting of The Engineering Institute of Canada,
at Toronto, Ontario, on February 8th, 1940
Introduction
Our war aim is to defeat the enemy, an objective we
wish to attain with the minimum loss of life and the mini-
mum of permanent impoverishment of our country. We
should take a realistic view of the problem and not under-
rate the task ahead. Aggressors expect to win and it would
be safer to assume that the German Government is well
informed and shrewd. For all we know, we face a long and
exhausting war, one that will tax our resources to the
limit. The outcome will largely depend upon the effective-
ness with which we utilize our industrial facilities, our
natural resources and our manpower. The early mobilization
of these is imperative, but we must first have some idea of
what the nature and scope of the requirements are, and,
then, we must plan carefully and proceed systematically.
This takes time. To meet the situation as it develops we
may be forced to undertake drastic reforms that we never
would have believed possible, and, if we plan intelligently,
we may well emerge from the war with our national economy
in a stronger position than ever.
Putting Our House In Order
The Germans no doubt are banking on the efficiency of
their form of government, and in some important respects
our own country suffers in comparison. Even on a peace
time basis our governments cost us over a quarter of our
national income, which is another way of saying each of us
works on the average three months of the year for the
Government. We have ten governments where Britain,
with four times the population, gets along with one. From
one end of the country to the other our resources are being
sapped by needless governmental expenditure. As an
example of their waste, several of our provinces are cur-
rently spending thousands of dollars on valuing public
utility property when it is anybody's guess what the value
will be six months hence, with the price changes that are
bound to occur under war conditions. Pressure groups load
us up with Hudson Bay Railways and force upon the
country wheat subsidies without much consideration of
their soundness or fairness to other sections of the farming
community. We allow ourselves to be bribed with our own
money spent on extravagant public works. With our system
of indirect taxation the cost is concealed from the lower
income groups, the very ones who suffer most. These
abuses cannot be corrected in a day, but if we as individuals
will only bestir ourselves, we can make real progress through
moulding public opinion along proper lines.
For war purposes the totalitarian system of government
has many advantages, but it has also its weaknesses. In
Russia almost from the very start the deadening influence
of bureaucracy and political intrigue made itself felt and
industry never had a chance to become efficient, but in
Germany industry was already highly developed and
operating efficiently when totalitarianism was superimposed
upon it. Notwithstanding this, the quality of German
export goods had begun to fall off even before Munich and
there were evidences of German industry being bogged
down by the red tape of officialdom, excessive taxation,
assumption of control and diversion of manpower from
productive enterprise. However, it is perhaps too much to
expect that the deterioration will proceed rapidly enough
to be a factor in Germany's early defeat. On the other
hand, Germany has apparently achieved a unity of pur-
pose and a co-ordination of effort that we lack; with her
strong arm methods she has put her unemployed to work
and can draw on her best men to fill the key positions;
and she does not have to consider sectional jealousy when
placing her war orders or building a munition factory or
selecting a site for an air training school. We should aim
to achieve these advantages, but through co-operation
rather than coercion.
We have with us the enemy within, who is effectively
sabotaging our war effort, often without malice afore-
thought. We see cities or provinces bringing pressure to
bear to get "their share" of war orders or alleging the
superiority of their particular locality for air training pur-
poses. These questions should be decided strictly on their
merits. Regardless of sectional demands war orders should
be placed where they can be filled most efficiently and the
air schools should be established where the training can
best be carried out all things considered. Special pleading
is bound to prejudice the judgment of those responsible
for the choice and so vitiate our war effort. Those guilty
of it should be made to realize that they are doing our
country a great disservice in time of need. Then, we must
distinguish between constructive and destructive criticism.
There are those who rake up the past for the purpose of
embarrassing the Government. In a democratic country
politicians have no alternative but to defend their actions,
and their energies should not be diverted from the pressing
war problems to answer captious criticism. At the same
time we must recognize that our governments are not
infallible and that the last war might have been lost had
not public pressure forced the then British Government to
organize the large scale production of munitions.
Trade and Exchange
This war differs from the last in several important
respects. With the mechanization of the armies war
materials are required in much greater volume, par-
ticularly aeroplanes, motor vehicles, tanks and above all
gasolene. Britain, however, was far better prepared than
at the start of the last war and at the moment has no
pressing need either for men or materials except perhaps
in a few specialized lines. Through the construction of
shadow factories she has stepped up the war potential of
her munition industry to an amazing degree, but to operate
it to capacity she must have raw materials in correspond-
ingly greater volume. While many of these raw materials
are obtainable in sufficient quantity within the British and
French Empires, the Allies are nevertheless dependent
upon neutrals to a considerable degree, notably in the case
of crude oil, mercury and antimony. After the defaults
following the last war it is no longer possible to finance
these purchases through borrowing money from neutrals,
nor can they be financed in sufficient volume by the liqui-
dation of British owned American securities, should it be
a long war. To make the resources of neutrals available
to the Allies their exchange is indispensable, particularly
American exchange, and this is only obtainable in sufficient
amount through exports and the curtailing of non-essential
imports. On account of Canada's favourable balance of
trade with Britain and our debt to the United States, our
non-essential imports from the United States are sure to
be cut drastically. The sooner we all grasp this and take
steps to meet the situation, the less we will suffer in the
process. Our Government gets a high mark for its early
realization of the importance of American exchange and
for losing no time in putting into force stringent regulations
for its acquisition and control.
The functioning of international trade and exchange can
best be understood by studying the development of trade
THE ENGINEERING JOURNAL January, 1940
from its very beginning. In Bolivia the Indian from the
lowlands in the headwaters of the Amazon transports his
tropical fruits by llama train to La Paz, where he trades
them with other Indians for potatoes and wool brought
down from the Andean plateau just as in the time of the
Inca. While their standard of living is low, it is better than
if each practised economic self-sufficiency. In more advanced
communities the goods are bartered for cowrie shells or
some other prized article that can be exchanged when
desired for other goods, thus broadening the basis of trade.
From here it is a short step to the use of gold and silver
currency. With the introduction of banking the trans-
actions are accounted for without the inconvenience of
handling large sums in metallic currency, but the trans-
actions themselves remain ones of barter notwithstanding.
Thus money, or, in the case of international trade, exchange,
is nothing more than a means whereby goods and services
can be conveniently bartered. Without money the more
complex transactions of modern civilization would be
impossible, but people must have confidence in the stability
of its purchasing power for the free exchange of goods and
services to continue. The vicious spiral of rising prices and
wages so easily started in wartime can quickly destroy
such confidence and the Government has acted with com-
mendable promptness in establishing a board to prevent
unjustified price increases.
Capital transactions likewise are barter. When money is
loaned or credit advanced, the lender is merely exchanging
goods which he now has at his disposal for goods and
services to be delivered to him in the future. Credit is only
obtainable when the lender is satisfied that the debtor is
both willing and able to carry out his end of the bargain.
Repudiation strikes at the very root of our civilization.
The Americans, however, cannot in fairness blame the
Allies for the repudiations following the last war, since it
was their own high tariff policy designed to protect their
home markets that precluded the repayment in goods, the
only means the Allies had of repayment; nevertheless, we
need not expect the Americans to supply us again with war
materials on credit. We should also learn from this that the
advancing of huge credits to our allies for the purchase of
our own goods may prove embarrassing to us when the
time of repayment comes. Our better plan would be to take
all the goods we can from them now, and to this end, if it
be politically possible, remove our tariffs against them and
so reduce the post-war dislocation of trade to a minimum.
We would at least have more champagne while the war
lasts.
International trade appears complicated because of the
multiplicity of the transactions involved, each in itself
simple, and because we are inclined to think in terms of
money rather than in terms of the goods and services it
represents. The issue is further confused by the fact that
the transactions may involve more than two parties; for
example, A provides B with goods, B in turn supplies C
with other goods and C completes the transaction by fur-
nishing A with still other goods.
We entered the war with a huge debt to the United States
that is likely to have far-reaching effects on our war
economy. Our industries had been extensively financed
with American capital. Our governments had financed their
extravagant projects on money borrowed directly in New
York or indirectly by diverting Canadian money from our
own industries. As a result it takes several hundred million
dollars a year to service our American debts. Our export
and import trade with the United States were about in
balance, but we had a favourable balance in our trade with
Britain large enough to service our debts to the United
States. Thus, it was our trade with Britain that was pro-
viding us with the wherewithal to balance our accounts
with the United States, and Britain in turn was obtaining
this, in part at least, from American tourists and from
carrying American goods in her ships, sources of income
in American funds now drastically curtailed. But Britain
herself, with her income in American funds sadly reduced
now, needs these in greatly increased volume to purchase
crude oil, aeroplanes and raw materials for her munitions
industry. She proposes paying us with Canadian securities
for repatriation, but this does not provide us with the
needed American exchange wherewith to meet our obliga-
tions to the United States. Under present circumstances
we have not a hope of getting the necessary American funds
from Britain and we, therefore, have no alternative but to
step up our exports where possible to the United States
and other neutrals, to encourage American tourists to visit
Canada while spending as little as we can on travelling in
the United States, and to curtail drastically our imports
from neutrals. The Americans on their ptrt should recognize
that it is only by this means that we can honour our debts
to them, that for every dollar by which their exports to us
are so reduced their exports to Britain and France will
correspondingly increase, and that every dollar they spend
in Canada helps their own trade.
Exchange, through its command of the resources of
neutral countries, may well be the decisive factor in win-
ning this war. This is borne out by the experience of other
countries in the recent past. Bolivia, for example, failed to
win the Chaco war largely through her inability to pur-
chase war materials in sufficient volume, even though in
her desperation to obtain exchange imports other than of
war materials were restricted to a tiny fraction of normal,
and exporters were forced to give nearly all their foreign
exchange to the Government, all with the result that her
currency dropped to a tenth of its former dollar value.
Japan likewise finds herself limited in her war effort in
China through exchange difficulties, and even Germany
prior to the war was moving heaven and earth to get
exchange to purchase the raw materials needed for her
munitions industry. Through the use of her special exchange
currency, the so-called "swindle" marks, she was able to
manipulate the prices of her exports to meet the exigencies
of the moment and in some instances was selling manufac-
tured goods at little above the bare cost of the raw materials
entering into them. This policy, while providing her with
her pressing needs, would have been ruinous to her future
trade.
Canada holds a key position in regard to exchange. In
world export trade we are already fourth. Our exports to
neutrals can be stepped up and we can develop new markets,
but it is in the curtailing of our imports from neutrals by
substituting our own products and those of our allies that
we can do our most effective work. We can improve our
tourist facilities and so induce more Americans to spend
their money in Canada. In this one respect the depreciation
of the Canadian dollar works in our favour.
When we are at peace it is good business to exchange
the goods that we can produce efficiently for those other
countries are better fitted to turn out, as thus we raise
the standard of living all around and promote commercial
activity, but when at war it is essential that we and our
allies produce every last thing we can within our own
boundaries, as by so doing we can purchase in correspond-
ingly greater volume the indispensable war materials we
ourselves cannot produce. Any additional cost so caused
represents expenditures within our country, which are
relatively unimportant. These are largely a matter of
"taking in each other's washing" though they do constitute
a drain on our man-power, a serious matter in the later
stages of a war. Even war debts, if internal, have little
effect on our national economy as a whole. The fact is
countries like Japan, although apparently bankrupt, keep
going and we need not expect an early collapse in Ger-
many's economic structure. It also follows goods produced
by our allies and ourselves should be used even at con-
siderably greater cost than those imported from neutrals,
but to avoid the evils consequent upon price increases every
endeavour should be made to keep the price spread to a
minimum.
«
January, 1940 THE ENGINEERING JOURNAL
Stepping Up Exports to Neutrals
One way in which our exports to neutrals can be increased
is by stepping up our gold production. Many of our gold
mines have rich developed ore reserves that it is good
mining practice to conserve, but now it will be in the best
interest of the country to increase the gold production
temporarily by mining the richest ore first. The mining
companies, however, should not be penalized in excess
profits tax for their patriotism.
It is surprising the wide range of manufactured goods
that are available in Canada for export. Many of our com-
panies, particularly the smaller independent ones, are ready
and anxious to do what they can in this direction, although
the margin of profit is naturally small. Unfortunately there
are a few foreign companies with Canadian subsidiaries
that do not allow their Canadian plants to manufacture for
export, although they do not hesitate to take full advantage
of our protective tariff in exploiting the Canadian market.
In developing our foreign trade we should not overlook
the fact that too aggressive competition with local products
may invite reprisals in the way of dumping duties that
would do us more harm than good.
Curtailing Our Imports from Neutrals
Our pre-war imports from neutrals ran to half a billion
dollars per year, of which at least a third we could either
do without or obtain satisfactory substitutes for, either
locally or from our allies, at little inconvenience or increase
in cost. We spend millions of dollars on imported fruit and
vegetables notwithstanding that those from British Colum-
bia, the Niagara peninsula and the Annapolis valley are
unsurpassed. We bring in lettuce that might as well be
cotton wool, tomatoes that are tasteless and strawberries
out of season that, except for their extreme acidity, are
flavourless. Thanks to the subtle propaganda of the citrus
growers we use thousands of tons of oranges, although we
have grape juice, tomato juice and apple juice of our own.
With the improved technique in canning and refrigeration
it is absurd that an agricultural country like Canada should
be importing such products. A campaign to promote the use
of Canadian fruits and vegetables would make us realize
the high quality and tastiness of the home grown article.
The citrus fruits of the British West Indies are unsurpassed
and are cheaper than those imported from neutrals.
High up on the list of imports we find machinery and
agricultural implements. While it would be folly under
present circumstances, when the conservation of capital is
so important, to equip plants to turn out highly specialized
articles such as aeroplane engines, a great deal of the
machinery imported could be manufactured by any well
equipped engineering works, of which we have at least a
dozen. The drilling and field equipment used in Turner
valley is a case in point. Practically all of it is imported,
although with few exceptions it could readily be manu-
factured in Canada. The oil producers can hardly expect to
sell their oil in eastern Canada unless they in turn are
prepared to use Canadian equipment, and our eastern
manufacturers should show more enterprise and seek this
business as a public duty even if the margin of profit be
small. A little publicity on the percentage of Canadian
manufacture entering into the various makes of auto-
mobiles might extend the use of Canadian manufactured
automobile parts. The western farmers should realize that
in buying Canadian agricultural machinery they are pro-
viding the Government with the means of pegging wheat
and furnishing agricultural relief.
Utilizing Our Own Oil
At the top of the list of our imports we find crude
petroleum and petroleum products. The main source of these
within our boundaries is the Turner valley field in Alberta,
which now supplies most of the Prairie market, although
Albertans themselves still persist in buying some of their
gasolene from Montana. The wells are being operated under
proration and at the moment are producing less than a
quarter of their potential capacity. The annual production
of the existing wells could easily be doubled, if the market
could be extended to eastern Canada. By drilling new wells
in the proven area the production could be stepped up still
more, but this would be in the best interest of the country
under present circumstances only if the pressure on ex-
change could be relieved by having all additional equip-
ment needed manufactured in Canada. Without endanger-
ing its own revenue the Alberta Government could assist
by rebating the royalties on all gasolene shipped East of,
say, Port Arthur. If the various parties concerned could
be brought together in just this one case, some twenty or
thirty million dollars of exchange would be released annual-
ly, sufficient to buy four or five hundred fighting planes.
In mechanized warfare oil and gasolene are indispensable
and we should do our best to relieve the pressure on other
sources of supply.
The utmost we can hope to do in stepping up our crude
oil production will fall far short of supplying our domestic
requirements. The need of exchange for- war purposes may
make it desirable to curtail the domestic consumption of
petroleum products as the war proceeds. Canadian coal
might well be substituted for oil and gasolene wherever this
is practicable. The oil burning locomotives operating
through the mountains could be converted to coal, as also
household oil furnaces. As we become adjusted to a war
basis gasolene for private automobiles may have to be
rationed as in England, and the use of busses and trucks
may have to be stopped altogether where passengers and
goods can be transported by rail. This all would reduce the
pressure on the sources of supply and release tanker
capacity for transport of oil from North and South Ameri-
can ports to the theatre of war, and so make available
additional supplies of oil and gasolene vital to the successful
conduct of mechanized warfare.
Utilizing Our Own Coal
Coal is one of our chief imports but our own mines, which
turn out a wide range of coal, are not being operated to
anything like capacity. The short flame bituminous mines
in the Rockies produce a satisfactory substitute for anthra-
cite for use in house furnaces where blowers are installed,
particularly if the coal is cleaned to reduce the ash content,
but unfortunately the coal is friable and does not yield a
large proportion of lump. Nova Scotia, Alberta and British
Columbia all produce good steam coal and even the better
grade lignites from the Prairie can be used satisfactorily
for domestic purposes where the furnaces are equipped with
fireboxes of sufficient volume. With modern heating and
steam power plants it makes little difference what fuel is
burned, but with household furnaces the results will be
disappointing unless the installation is modified where
necessary to suit the fuel being used, and even then the
inherent conservatism of the customer must first be over-
come. At a later stage of the war, when gasolene and oil
may have to be rationed, coal will come into its own. We
should always bear in mind that Welsh anthracite is the
very best and makes an excellent return cargo for the ships
used in our overseas trade.
We must recognize that the more remote sections of
Canada, the very places that produce our coal, are seriously
handicapped by their geographical position. They are not
populous enough to produce economically most of the
goods they use, and heavy freight rates have the double
disadvantage of increasing the cost of what they consume
and shutting out their goods from the markets of Ontario
and Quebec. The encouragement of the use of Canadian
coal would be a step in the right direction in ironing out
this inequality and in making for a better balanced national
economy.
The new exchange control board could extend the use of
Canadian coal by withholding exchange permits for the
purchase of American fuel, but the consumers in Ontario
THE ENGINEERING JOURNAL January, 1940
and Quebec cannot be expected to acquiesce to a higher
price unless they are satisfied they are being fairly dealt
with by both the employers and the employees of the coal
and transportation industries. Operating the coal mines at
full time should substantially reduce the cost of production
per ton, and this saving should be passed on to the con-
sumer. With the coal miners it is the annual income that
counts, and as their contribution they should be prepared
to work full time, for a lower hourly wage but one that
would still give them a substantial increase in their annual
income; so also with the railway workers. The railway com-
panies in turn should haul the coal to the central markets
for the bare additional cost. Through co-operation between
the diversified interests concerned it should be possible
with exchange in our favour to lower the price of Alberta
coal delivered in the East sufficiently that the consumers
there would accept it in the national interests. We should
not overlook that if under war conditions our coal is pro-
duced, transported and marketed efficiently, there will be
a good chance of retaining a substantial part of the market
once the war is over, and so obtaining a better balanced
national economy.
The Transportation Problem
The substitution of our own products in the case of bulky
commodities like coal, oil and sugar is dependent upon low
cost long distance transportation, and in the transportation
field we find chaos. Railways are the only means whereby
cheap long distance transportation can be provided over
the country as a whole and are therefore indispensable to
our national well-being. It would be only common sense to
treat them as essential services and give them every
opportunity to operate to best advantage so that they can
carry long distance freight at the very minimum rates,
but this is far from what is being done. In the short haul
traffic they have to face the unrestricted and unregulated
competition of busses and trucks, while they themselves
are stringently regulated and are forced to maintain a high
standard of service and to operate facilities not justified by
the traffic, but they are not allowed to recoup themselves
for the loss of the short haul traffic by raising their rates
with respect to traffic which the busses and trucks cannot
handle to advantage. The busses and trucks can be operated
with one man, but the trains have a minimum of five, each
one of whom is paid several times the hourly rate that the
bus or truck driver gets, although the work requires no
more skill. Whenever the railways attempt to bring their
wages more into line, the leaders of the strongly organized
running trades rush to parliament and, with over half the
men in the employ of a government-owned railway, the
answer is a foregone conclusion. The railways provide free
transportation for members of parliament and many
government officials. When there is a drought they are
expected to transport supplies to the affected area free or
at reduced rates. To make matters worse, the Government
spends huge sums on competing facilities, such as air ser-
vices and toll-free canals, and freight rates are forced upon
the railways that divert traffic by favouring grain ship-
ments through Pacific ports. Our treatment of the railways
not only is dishonest and unfair, but is destructive to a
service on which our national prosperity depends.
The railways themselves are partly to blame for the
condition in which they find themselves. The administra-
tion of large companies is apt to become bureaucratic and
to lose sight of the larger economic features of their busi-
ness. Thus, we see pretentious stations and hotels built to
attract a class of traffic that can never be other than a
minor factor in the railways' business.
Increasing Exports to Our Allies
In addition to helping provide the so badly needed
American exchange, we can supply our allies with auto-
motive equipment and other manufactured articles that we
are equipped to produce efficiently. Our agricultural pro-
duction can be stepped up by further mechanization, par-
ticularly in the West. Our wheat can be milled in Canada
and our farm products can be shipped, processed as far as
possible. In this way, by relieving the pressure on agricul-
ture and industry overseas, we can make more manpower
available there for the overtaxed munition factories and
the armies.
In building up our industries and our agriculture we
should plan for the conditions we will have to meet after
the war. If, for example, we are geared up for a high pro-
duction of bacon and we should then lose our market, the
result will be disastrous. To avoid this it is imperative that
we keep down the price and keep up the quality. Our aim
should be efficiently to produce, cure, transport and market
the bacon, that is to say, with the minimum use of man-
power. We are fortunate in Canada in having a Depart-
ment of Agriculture fully alive to the possibilities of the
situation and thoroughly competent to advise and direct
the farmers and packers.
We should take advantage of the markets for our farm
products opened up by the war to advance the programme
of placing our prairie agriculture on a sounder basis. In
the areas suitable for mixed farming, the farmers should be
encouraged to raise products other than wheat. Those
areas not fertile enough or too dry for growing wheat
commercially could be switched over to stock raising where
feasible, particularly in conjunction with small irrigation
projects to produce green feed. In the areas suited only to
the growing of wheat, the size of the farm should be ex-
panded concurrently with further mechanization of the
farm. This would enable the wheat farmer to increase his
production per man-hour, or, in other words, to reduce his
cost per bushel and also to lessen his chance of crop failure
by his possessing sufficient land to have some in summer-
fallow. The population released could readily be absorbed
in the irrigated areas. In this way both the quantity of
wheat produced and the cost of production per bushel
could be reduced, thereby lessening the need of pegged
prices, a dangerous and costly expedient.
In planning our war measures, we in the East should
recognize that the West presents a problem in which we
are all vitally concerned. The westerner claims, not with-
out some reason, that he must sell in a world market but
buy in a protected one. He is inclined to exaggerate the
extra price he has to pay on this account, and to overlook
the fact that this increase arises in the main from the heavy
taxation on industry, for which he is in part responsible
with the Hudson Bay Railway and similar ventures and
with his preference for publicly-owned telephone and other
utilities that make no contribution to the Dominion tax
revenue. We should remember that the West provides an
extensive market for eastern industries and contributes
largely to the support of our financial and commercial
institutions. The prosperity of the East is directly dependent
upon the prosperity and the development of the West,
and we should make it our business to study the West's
troubles and rectify them wherever possible. We should
establish branch industries there even at somewhat greater
cost, so that the industrial population will provide a local
consuming market for farm products. We should use their
coal, oil and beet sugar and we should recognize that their
farm products cannot be sold abroad unless we in eastern
Canada are prepared to take imported goods in exchange.
This of course would be restricted to our allies during the
war but, by now adopting a liberal attitude towards im-
ports from them, we may go far to break down economic
nationalism after the war.
Raising The War Potential of Our Industries
Due to her "shadow factory" plan Britain's facilities are
more than adequate for her present munition requirements,
but as the war intensity increases this may no longer be
so and we should consider stepping up the war potential of
our own industries so as to be ready when the time comes.
Under the "shadow factory" plan selected manufacturers
10
January, 1940 THE ENGINEERING JOURNAL
were asked to put up munition plants adjacent to their
own peace time factories and to man these with skeleton
crews quite apart from their own organizations. The Gov-
ernment reimbursed the companies for the cost and paid
them a small commission. It then placed small trial orders
on a cost plus basis until sufficient data had been gathered
to enable orders to be placed on a unit pi ice basis. By this
means the British Government combined the advantage of
efficient private management with that of cheap govern-
ment money, and at the same time acquired the ability to
turn out munitions in huge quantities at short notice while
avoiding the building up of large stocks of munitions that
might become obsolete before they were required. We might
follow the same plan, but we should realize that in some
cases it will be more economical to draw on the United
States for our peak load requirements than to build fac-
tories to be operated for a short period only, and this makes
it all the more important to build up a strong exchange
position in the meantime.
Taxation
We should recognize in this connection that our system
of taxation is an effective bar to industrial expansion.
Taxes have been levied where they are easiest to collect,
without regard to their effect on our economic structure.
The duplication of the corporate and personal income
taxes, both federal and provincial, offers little incentive
to initiate and finance new industries. Furthermore, the
exemption of interest on debt puts a premium on unsound
financing where companies could raise money by the sale
of preferred or common stocks instead of by bonds and
debentures were it not for the additional income tax for
which they would become liable. In contrast to all this,
under the system in England income is taxed only once,
there being no corporate income tax and the personal
income tax being collected at the source. With more money
than ever to be raised, there is pressing need of tax reform
so that those who now escape will pay their just share.
For example, the customers of privately-owned utilities
make a large contribution to the Dominion Treasury, but
those of publicly-owned ones do not.
Manpower
We cannot divert the flower of our manhood into our
armies and the production of war supplies without serious
dislocation of our economic life and the lowering of our
standard of living. When the war gets into its stride, the
(Concluded on page 24)
DISCUSSION ON THE 18 FOOT DIAMETER STEEL PIPE LINE
AT OUTARDES FALLS, QUEBEC
Paper by A. W. F. MacQueen, M.E.I.C and E. C. Molke, A.M.E.I.C. 2 , published in The Engineering Journal, April, 1938
F. Nagler 3
The paper on the Outardes Falls Penstock by Messrs.
A. W. F. McQueen and E. C. Molke is of a type for which
the Institute is to be congratulated. Little of this nature
has previously appeared in Canadian literature and not
very much elsewhere. It covers one of the most extensive
applications of the shell theory to large penstock design,
that has entered into American practice.
The writer was particularly concerned with fabrication
methods, since the design was in such capable hands. The
principal feature of those fabrication methods is found in
the extensive application of welding. This is of interest as
it constitutes probably the largest field welding job so far
attempted in Canada. The magnitude of the work is indi-
cated by the fact that somewhere between 15 and 20 tons
of weld rod was used on the job, most of it being placed
in the field. Some of the significant features of the welding
are contained in the following figures:
Linear feet of welding, approximately 10,000. This was
divided equally between down welding and vertical welding.
Weld rod spatter loss, including butts, approximately
40 per cent.
Weld metal deposited per man hour, 1 to \ l /2 lb.
As many as 40 welders were used on the work.
These figures are interesting, since the only real precedent
for this work was the 14 ft. penstock built in 1935 for the
High Falls plant of the James Maclaren Company. Weld
metal deposit rates were increased by 50 per cent over
previous work, in spite of the fact that most of the circum-
ferential seams at Outardes were position welding, that is,
they were made without rotating the pipe.
1. Hydraulic Engineer, H. G. Acres and Co. Ltd., Niagara Falls, Ont.
2. Structural Engineer, Roberts and Schaefer Co., Chicago, 111.
3. Canadian Allis-Chalmers, Toronto, Ont.
4. Shawinigan Engineering Company, Limited, Montreal.
The utmost care was taken to secure progressive annealing
of the welds, by using a large number of successive thin
coats. The authors' mention, on page 10, of the Charpy test
specimens is, perhaps, worthy of some elaboration. This is
a comparatively new tool in Canadian practice and an
extremely valuable one. As a matter of fact, it is much
more valuable than making more elaborate test bars and
pulling them.
Ultimate strength tests give little or no indication as to
the quality of a weld, nor in the opinion of the writer, does
the x-ray. An electrical weld, made with a piece of haywire,
by the most careless garage mechanic, may pull between
50,000 and 60,000 pounds per square inch and almost equal
a weld deposit by properly applied covered wire. Both may
show equally good results under the x-ray. The haywire
weld may even have a higher yield point than the covered
wire weld.
Elongation of the test specimen tells a little more of a
true story, but the Charpy impact test covers it all. The
bare wire weld may run from 2 to 8 ft. lb., not much better
than a good piece of cast iron. A good weld should show
well up between 30 and 40 ft. lb., or practically equalling
results from the plate to which it is joined.
The smallness of the test bar, the ease with which it is
prepared and the quickness with which the results are ob-
tained, make it a tool of the utmost value to engineers
associated with welding.
The Institute is to be congratulated on presenting to the
engineering fraternity so complete and thorough an analysis
of the theory behind these large diameter penstocks and so
complete a description of the particular example in question.
J. B. Macphail, a.m.e.i.c. 4
The authors deserve a compliment on the clear account
they have given of the forces represented by the rather
difficult analysis. It is to be hoped that the further paper
THE ENGINEERING JOURNAL January, 1940
11
proposed by one of them will appear soon, and that it will
continue this desirable practice.
The first step in all practical applications of the theory
of elasticity, namely, the finding of stresses or deflections
as functions of loads, dimensions and elastic constants has
received much attention, but the next step, of selecting the
stresses to be used, so that dimensions appropriate to given
loads may be calculated, has received less consideration.
It would be interesting to know what stresses were found
for the 45 ft. spans which were considered in Fig. 10a. The
223^ ft. spans actually used, as appears by scaling Fig. 1,
probably give quite conservative stresses, and one might
guess that the risk of carrying such loads over sand has
been accompanied by the prudent requirement that the line
should be safe even if one support failed.
The Schorer papers, and others of the same kind, all
treat only the case of a pipe continuous over supports, and
one wonders what modification is needed for the cantilever
or end spans which occur at expansion joints. Any remarks
the authors care to make on this point, and on the details
of the expansion joints, and on the deflections observed
during filling, will be appreciated.
Mention might be made of another large penstock which
has not yet reached the technical press. It was designed by
the Chicago Bridge and Iron Works for the Anglo-New-
foundland Development Company, and is now being in-
stalled at Grand Falls, Newfoundland. It is 1,800 ft. long,
203^2 ft. in dia., of 9-16 in. plate, resting in semi-circular
saddles 8}4 ft. apart. The longitudinal joints are butt
welded; the circumferential joints are riveted with an out-
side strap and welded in addition, and there are no stiffeners.
The saddles are shaped so that the horizontal diameter of
the penstock is 2 in. more than that of the nominal circle,
and the vertical diameter 2 in. less. Limitations of water
level required that this penstock be in a rock cut for its
full length, a case admirably suited for saddles with only
a small volume of concrete. A proper comparison between
this and the Outardes Falls penstock cannot be made with-
out consideration of stresses, deflections and behaviour in
operation, but that would be a useful task for the future.
Harry C. Boardman 5
The authors have presented a paper which is very
interesting and instructive to the layman as well as to the
professional engineer. Even a casual reader untrained in
mechanics can get from it a fairly clear conception of the
system of principal tension and compression stress tra-
jectories which, like interwoven cables, enable the pipe
shell to resist the internal pressures and carry the liquid
weight to the ring supports. Such a reader can also gain an
understanding of the fact that a pipe line precisely full of
water could be cut lengthwise along the top element with-
out causing failure, and of how, like a moving picture, the
trajectory lines shift in direction and vary in stress intensity
with changing conditions of loading.
However, it is a bit confusing to any reader to find the
successive statements:
(a) "It is evident that the element B will not deform
in a manner similar to element A, but will take a
rhombic shape, although the forces acting on
elements A and B are identical."
(b) "It follows that while element A has only forces
acting normal to its edges, there must be shearing
forces S acting along the edges of the element B in
addition to the assumed forces Ti and T2. These
are required to produce the angular deformation."
Can it be truly said of two square elements of equal area
that one becomes rectangular and the other rhombic when
subjected to identical forces ?
5. Chicago Bridge and Iron Works, New York.
6. Design of Large Pipe Lines, Herman Schorer, American Society of
Civil Engineers, Proceedings, September, 1931.
Designing engineers should not be misled into assuming,
without careful analysis, that widely spaced ring girder
supports for large steel pipe lines are invariably more
economical than closely spaced saddle supports. The pipe
line for the Anglo-Newfoundland Development Company,
Ltd. at Grand Falls, Newfoundland, which is partly welded
and partly riveted, is 20 ft. 6 in. in dia. for most of its
length, and is supported on half-circle concrete saddles —
one under every other ring. This construction was chosen
largely because it lends itself to easy erection.
The authors state that for the type of support illustrated
in Fig. 2, the approximate form of the bending moment
diagram is shown in Fig. 19b, which gives relative moment
values in accordance with Fig. 8 of Mr. Herman Schorer's
first paper 6 . These values are based on the assumption
that each post reaction is always vertical and that its line
of action crosses the extension of the horizontal diameter of
the pipe at a distance of 1.04 R from the center of the pipe,
R being the ring radius and .04 R the post eccentricity.
The authors' use of the word approximate is, therefore,
commendable because it indicates a recognition of the fact
that the theoretical moments of Fig. 19b could exist only
if the short posts, at their connection to the ring, offered
no resistance to rotation or to horizontal translation. It
seems to the writer that, in discussions of supporting ring
design, too much attention has been given to the theoretic-
ally ideal but practically unattainable post eccentricity,
and too little to the actual effect of the posts upon the
behaviour of the rings. The entire system of shell, ring,
posts, and foundations must be analyzed to give a correct
result. Even though precision in regard to the eccentricity
were possible, it would often be futile, in view of the fact
that partial liquid loadings may produce moments and
stresses in the supporting rings appreciably greater than
those due to full liquid loading.
Those who wish to delve into the niceties of the theoretical
moment variations in the supporting rings for full liquid
loading and different combinations of post eccentricities,
slopes, and points of attachment to the ring, may do so by
means of the following equations, which are believed to be
mathematically correct :
I. M1 T = q A cos u+sinA(u sin u)-(w-A)(l+ „(
II. M2 T = S? B cos u-sinA(Tr-u) sin u+ A(l+ -^l
III. Mi R = —^— 1+cosA (u sin u)+C cos u
Z1T
IV. M2 R =
kQR
2k
1 — cos A (w-u) sin u-\-D cos u
JuPPOHTING
P = Any point on centre line of supporting ring.
12
January, 1940 THE ENGINEERING JOURNAL
In these formulae :
R = Radius to centre line of ring, in.
0= Total load on one ring, lb.
a = Eccentricity, in.
A = Counterclockwise angle from a vertical radius of the ring
to a radial line passing through the point of attachment of
the left post.
<t> = Angle between the centre line of the left post and the vertical-
positive as shown in the Figure, and negative on the other
side of the vertical.
u = Counterclockwise angle between the vertical radius of the
ring and a radial line passing through any point P on
the centre line of the ring.
K = sinA — cosAtan $.
k = cos A -\-sinAtan <t>.
A = (l}4+®a) sinA + (w—A) cos A
R
B=(l}/2+2a) sinA—A cosA
R
C = Y cos A — (tt-A) sin A
D = }4cosA + A sin A ■
M1 T and M 1 K = Moments due to tangential and radial com-
ponents of post loads, respectively, in the
supporting ring, for values of ufrom to A.
M2t and M2 R = Moments due to tangential and radial com-
ponents of post loads, respectively, in the
supporting ring, for values of ufrom A to ir.
In describing the Outardes Falls pipe line, the authors
state that "a short section of plate at each ring stiffener is
J/g in. heavier than the corresponding plates on either side,
in order to take care of rim bending stresses." In this con-
nection, the writer suggests a consideration by engineers of
the feasibility of constructing each supporting ring of a high
pressure pipe so that its interior diameter is greater than
the exterior diameter of the pipe shell by the amount that
the latter will expand under the normal operating pressure
and, by hydraulic jacks or other suitable means, expanding
the pipe during erection so that it fits the unstressed ring,
then welding or riveting together the pipe and ring when
thus assembled. If this were done, the longitudinal bending
stresses in the shell at the rings under operating conditions
would be eliminated, and the ring would be free from pres-
sure stresses.
Before attempting such a procedure, the manufacturer
would do well to think of the precision necessary to attain
the desired result. A diameter of 13 ft. in. would increase
only 1-16 in. under a pressure causing a circumferential
stress of 12,000 lb. per sq. in. of gross plate section. Local
deformations of this or greater magnitude are induced by
normal fabricating, assembly and welding operations, and
are quite ignored in design, without noticeably harmful
results. It, therefore, seems open to question whether the
rim bending stresses merit the attention commonly given to
them. Perhaps they should be treated with no more respect
than the so-called secondary stresses in the members of
bridge trusses.
It is gratifying to the American Welding Society to know
that the welding operators for the Outardes Falls pipe line
were qualified in accordance with the A.W.S. Rules for the
Qualification of Welding Processes and Testing of Welding
Operators. The writer hopes that these Rules, in their
latest revised form, will come into such extensive use that
buyers of welded products will specify only the desired
quality of the welding, and leave to the manufacturer the
selection and use of the qualified process by which the
quality is to be attained.
P. Stokes, a.m.e.i.c. 7
Messrs. McQueen and Molke have done a considerable
amount of original research and have gone to great trouble
to render graphically the various formulae of the elastic
7. Chief Draughtsman, Industrial Department, Canadian Vickers
Ltd. Montreal, Que.
membrane theory and much credit is due to them for the
excellent paper that they have presented. The theory is so
original and the results so startling that a graphical illus-
tration goes a long way to enable one to convince himself
that the formulae obtained can be used with perfect safety.
Perhaps a point that was not sufficiently stressed in the
paper is that in referring to Fig. 3a, the stress lines as shown
are an infinite number of horizontal planes in a rectangular
beam symmetrically loaded which are the resultant of the
horizontal tensile or compression stresses and the vertical
shearing stresses. The figure shows that the lines at the
supports are nearly vertical because at the ends of the beam
the B.M. and therefore the horizontal tensions are approach-
ing zero, whereas the shearing forces are at a maximum,
and at the centre the lines are horizontal because the stress
is all tension and the shear zero.
An interesting time can be spent figuring various tensile
and shear stresses and plotting the slope of the resultants
obtained at any point on the vertical surface of the beam.
The lines obtained will probably not join each other but
will give a general idea as to the slope of the stress lines,
which are obviously an indication of the direction of pure
tensile or compression stresses in the beam.
In a somewhat similar manner but with much more com-
plicated formulae the tension and shear stresses may be
figured for any point on the surface of a cylinder supported
at the ends by a ring or membrane preventing any deviation
of the cylinder from a true circle and the illustrations shown
are the stress lines obtained in this manner.
With the above explanatory remarks the writer would
like to elaborate a few points pertaining to the actual design
of the Outardes penstock.
On account of the grade and the consequent changes in
head pressure, the thickness of the shell was gradually in-
creased from Yi in. plate at the inlet end to z /i in. plate at
the discharge into the surge tank tee.
The supporting rings were approximately 22 J/^ ft- centres
and the rings were placed centrally on the 57 in. wide rim
plates as described in the paper. Between these were placed
two courses of shell proper about 9 ft. wide, each in three
sections.
The ring stresses in the shell were figured by the Schorer
formula and approximated very closely to a check made by
PD
the familiar — ^-—method, the former taking into considéra-
tion the weight of the shell as described in the paper and
thus being slightly greater at its maximum value.
The longitudinal beam stress and the maximum rim bend-
ing stresses in the rim plates were added together and tabu-
lated for the various thicknesses, the rim being made Y in-
thicker than the intermediate shells. A rather interesting
point was noticed in examining these stresses, that the rim
bending and ring stresses in the shell which have no relation
to the distance between the supports were many times
greater than the longitudinal beam stresses which are of
course governed by this distance. The centres of the sup-
ports for the Outarde pipe could have been considerably
increased, had the pipe been running along level ground
and had the subsoil been sufficiently stable to support the
heavier loads involved. The ring supports, however, were
so designed that in the event of the footings under any one
ring subsiding, the adjacent rings were strong enough to
take the whole load of the pipe and water between them
without any help at all from the centre ring.
The specifications originally called for self-lubricating
pads of gunmetal with graphite inserts under the feet of
the ring to take up the movement due to expansion. The
frictional resistance between the pad and the ring feet, due
to the heavy load, were such as to require heavy reinforce-
ment of the brackets connecting the ring feet to the ring
and it was found more advantageous in the long run to
dispense with this reinforcement and place the feet on the
standard type of bridge roller, this making a much more
THE ENGINEERING JOURNAL January, 1940
13
efficient job although the rollers in themselves were more
expensive than the original pads.
The supporting rings were made up of a ^ in. web plate
18 in. wide with 5 by 33^ by 9-16 in. flange angles rivetted
to the web. In quantity it was thought to be more satis-
factory to rivet these flanges to the web than to weld them.
The web was made thicker than usual for a built up girder
of this type as it was extended out between the outer flanges
to form a bracket for the ring feet.
Being circular the web segments had to be cut from plate
and welded together, the joints of the web being placed at
the points of zero stress as shown on diagram No. 19B in
the paper. The flange angles were rolled in half circles and
the ends welded together after they had been rivetted to
the web. These joints were also kept as close as possible to
the zero stress points, the ends being staggered around the
ring to allow at least two rivet pitches between any indi-
vidual flange angle joint.
Being under no restriction as to the centres of the feet —
r
was kept to .04 in order to minimize the bending stresses in
the ring. The bending stresses due to the reaction of the
supports, the shear stresses due to the weight of the pipe
and water, and the stresses due to the hydraulic pressure
were added together and tabulated for the various pressures
and were kept at a conservative figure keeping in mind the
possibility already mentioned of subsidence in any one ring.
The rings were kept identical as far as possible, the depth
of the web being 18 in. in all cases and the outer diameter
of the outer flange angles constant. The inner angles attached
to the rim projecting from Y% m - to % m - beyond the web
to allow for the different outside diameters of the rim due
to the varying thicknesses of the rim plates.
During the filling of the pipe as illustrated with the de-
scription of the fire hose in the paper the pipe tends to
become oval and during this time bending stresses actually
do occur in the shell. These stresses were figured for the
lightest section of the shell and also the ring at the time
the pipe would be half full and were found, however, to be
negligible.
There is no doubt that using the elastic membrane theory
as a basis of design for this pipe line has saved an enormous
amount of both weight and welding, an early consideration
of the usual type of pipe supported on saddles showing a
need for a slightly thicker shell plate with heavy reinforcing
rings placed at 4 to \Yi ft. centres.
The Authors
The authors are grateful for the very generous discussions
that have been presented and would like to thank each of
the contributors for them and for having amplified and
given additional point to several important phases of the
subject matter.
As pointed out by Mr. Boardman, the authors were per-
haps unfortunate in the use of the word "identical" to
describe the forces acting on elements A and B of Figure
14-a. For the sake of simplicity, the forces acting on the
large square element of Figure 14-a are assumed not to vary
in intensity along any particular boundary of the element.
The force field within the boundaries of this element may,
therefore, be said to be identical at all points. The small
square elements A and B are therefore situated in identical
force fields, but their orientation with respect to the force
field is different. It is this latter characteristic which causes
the effect of the force field on the two small elements to be
different; e.g., causes a different type of deformation.
8. American Concrete Institute, Proceedings, May-June, 1938.
Mr. Boardman is on sound ground in calling attention to
the fact that the principle of design used at Outardes Falls
may not be economically applied for every pipe line. The
studies made for Outardes Falls proved conclusively that
the adopted design would be the most economical. Despite
this fact, the specifications were framed to allow the use
' of conventional-type saddle supports. No tenders using this
design were received, and Mr. Stokes has explained the
reason for its non-adoption by his company.
The effect of the support on the stresses in the supporting
ring and adjacent portions of the shell was carefully con-
sidered. After the contract had been let and additional
time was available for study, it soon became apparent that
a better provision for free translatory movement of the
support on its base would have to be provided than that
tentatively selected. Mr. Stokes has explained how this was
accomplished. Another detail was also provided. This con-
sisted of a steel "aspirin tablet" between the base plate of
the post and the upper plate of the roller assembly. The
upper and lower surfaces of the tablet were machined to
form portions of spherical surfaces and corresponding sur-
faces were machined in the two bearing plates. This pro-
vision was made primarily to take care of slight inaccuracies
in alignment that were bound to take place in the field
erection of the supporting rings. At the same time, it would
tend to minimize the effect that any rotation of the post
might have on the free action of the rollers. As can be seen
from Figure 7, the posts are very short and exceedingly
stiff, and any rotation due to load must be very small
indeed. The top of an "aspirin tablet" is just visible in
Figure 4.
The four equations for moment in the supporting rings
given by Mr. Boardman are an interesting and valuable
contribution to the subject. If = and A = 90 deg., the
equations reduce to Schorer's equations (51) and (52).
The stresses allowed for the constructed pipe were those
usual for this type of structure. For the case of partly-filled
pipe: (a) an increase of 20 per cent was allowed in all
stresses in the supporting rings, and (b) an increase of 20
per cent was allowed for combined bending and direct stress
over the normal direct stress requirements. In all cases, a
factor of safety against buckling of not less than five was
required.
While the nature of the foundation material was such
that differential settlement of the footings might be antici-
pated, it was not thought necessary to provide for the entire
failure of one support as a design requirement within any
specified limit of stresses. The specifications required that a
settlement reducing the loading due to the pipe on any one
footing to two-thirds of the theoretical value would not
cause, in any part, stresses higher than those specified. As
Mr. Stokes points out, the pipe was actually built much
stronger than this requirement demanded.
For a fuller development of the shell theory than that
given in this paper, including the treatment of cantilevers,
reference may be made to the paper, "Principles of Con-
crete Shell Dome Design," by E. C. Molke and J. E.
Kalinka. 8
While no measurements were made on the pipe at
Outardes Falls during filling, no noticeable deflections were
observed.
In the opinion of the authors, Mr. Nagler's statements
regarding the value of the Charpy impact test are very
much to the point. The Charpy tests described in the paper
were carried out at his suggestion and the high values of
the test results indicate the excellent quality of the welding
done by the two companies associated in the work of
fabrication and erection.
14
January, 1940 THE ENGINEERING JOURNAL
FLAME-HARDENING AND ITS APPLICATION
IN MODERN INDUSTRY
W. A. DUNCAN
Manager, Process Service, Dominion Oxygen Company, Limited, Toronto
Paper presented before a joint meeting of the Montreal Branch of The Engineering Institute of Canada
and The American Society for Metals on October 26, 1939
Introduction
The "flame-hardening" process embraces the use of the
oxy-acetylene flame to raise the temperature of the surface
of ferrous material above the critical transformation point
so that subsequent quenching will produce a desired hard-
ness and structure.
The hardened layer varies in depth from a mere skin to
34 hi. according to the operating practice and type of
material being treated. This method forms a hardened
case on the surface of the parts being treated without
altering the chemical composition, so must not be con-
fused with such processes as carburizing, cyaniding, or
nitriding that require the addition or absorption of other
elements.
Metallurgically, the treatment is the same as furnace
hardening, the difference being one of localized, rather than
general, heating. Questions may arise regarding method,
depth of hardness, degree of hardness, selection of material,
pre-treatment, and post-treatment, but most of these have
been answered in whole or part by laboratory or field ex-
perience.
Advantages of the Flame-Hardening Process
One advantage is immediately evident. The metal can
be heat-treated to develop desired core properties, with
the assurance that these properties will not be destroyed
by the subsequent flame-hardening treatment. The designer
frequently desires the combination of a hard wear-resisting
surface with a tough shock-resisting core, and while this
combination has been obtainable to some degree by car-
burizing methods, flame-hardening offers a great advantage
because a selection may be made from a large list of steels,
cast iron, and even malleable iron.
The tendency to distort is minimized by the very nature
of the process. The fact that heating is localized tends to
maintain the surface condition intact because the cool core
resists deformation. Generally speaking, the distortion
produced is well within the manufacturing tolerances.
The fact that the surface of the material is rapidly heated
and often drastically quenched would appear to encourage
checking or cracking. However, the effects of volume changes
are confined to a comparatively thin section and insufficient
tensional stresses are created to cause rupture. It has been
found that steels sensitive to furnace hardening can be
flame-hardened with comparative safety if care is exercised
to avoid overheating.
The case characteristics obtainable by the process vary
both with regard to depth and degree of hardness. The
depth is a function of the heating time and can be varied
between 1-16 in. and Y± in. or more. The degree of hardness
depends on the carbon and alloy content and the quenching
medium. The hardness of flame-hardened articles is at least
equal to that of furnace hardened material of the same
600
500
400
e 300
•S 200
100
HARDNESS EXPLORATION
OF FLAME HARDENED CASE ON
SAE I045STEEL
0.04 0.08
0.12 0.16 0.20 0.24 0.28
Depth Below Surface, Inches
0.32 0.36
Fig. 1
-Hardness Exploration of Flame-Hardened Case on
S.A.E. 1045 Steel
composition. Much assistance is given the external quench
by the rapid conduction of heat into the mass of the metal.
In fact, certain applications are self-quenching; that is, the
surface is raised to the critical temperature, the flame is
removed, and heat is extracted so rapidly by the relatively
cool core that a hardened surface is produced.
Suppose that in order to obtain certain core properties
a steel is selected which is capable of being hardened to a
Brinell hardness number of 600. If the desired surface
hardness is 400, the quenching may be deferred until some
time after transformation has taken place, before applying
the coolant to avoid drawing to a lower order of hardness.
Similar results are often obtainable through the use of a
mild quench, but it is not always convenient to employ a
9 \ W:
<«)TREATED SURFACE
^6)MI0WAY BETWEEN SUR-
FACE AND TRANSITION ZONE
(c) BEGINNING OF
TRANSITION ZONE
(rf>IN TRANSITION ZONE <c»END OF TRANSITION ZONE
Fig. 2 — Phptomicrographs Showing Structure of Flame-Hardened S.A.E. 1045 Steel
<dft JaBfi
ft BASE MATERIAL
THE ENGINEERING JOURNAL January, 1940
15
quench other than water. The point is that the process is
flexible and can be varied to produce the desired results
or conform with local conditions.
An additional advantage is that the tool can be brought
to the work. Articles too large to be accommodated in
furnaces are quite as easy to flame-harden as small articles,
and the portability of the equipment makes it practicable
to apply the process in the field remote from any shop or
furnace facilities. Thus it is now possible to harden articles
which heretofore could not be so treated.
As has already been noted, the results obtainable may
be varied by changing the heating time and quenching time.
Several other factors also contribute to the final result. The
Table 1 — Types of Steel Suitable for Flame-Hardening
Fig. 3 — Spot Hardening of Valve Stems
distance of the heating head from the work, the oxygen
and acetylene pressures, and the quench pressure, the tip
arrangement, and the condition of the material each has
an effect. These several variables must be properly con-
trolled in order to reproduce consistently the desired depth
and degree of hardness.
Materials Suitable for Flame-Hardening
While many steels can be flame-hardened, the straight-
carbon and low-alloy steels have been found to be most
satisfactory. Steels containing at least 0.35 per cent carbon,
either plain or with alloy additions, respond favourably.
Table 1 gives particulars of a number of steels suitable for
flame-hardening.
High-carbon steels and tool steels are easily overheated
and will check or crack unless extreme care is used in
applying the process. Pearlitic cast iron, either with or
without special alloying elements, is rather easily flame-
hardened to produce high hardness. Malleable iron has been
satisfactorily flame-hardened by so modifying the technique
as to permit resolution of the carbon. Allowances must be
made for the characteristic decarburized surface by casting
a thicker section at those locations subsequently to be
flame-hardened. The decarburized surface can be ground off,
or be permitted to wear off in service.
The flame-hardening of carburized articles offers great
advantages in so far as distortion is concerned. Following
carburization, the article can be finally straightened while
hot. After cooling, it can be flame-hardened with little like-
lihood that there will be measurable distortion. Obviously,
it is not necessary to carburize selectively because the flame
will be applied only to those surfaces which require hard-
ening.
Flame-Hardening
Steels
Type Analsyis
*Case Hardness
Sclero-
scope
Brinell
S.A.E. 1035-1070.. .
S.A.E. T1335-T1345
S.A.E. 2340-2350. . .
S.A.E. 4140-4150...
S.A.E. 4640
S.A.E. 5140-5150. . .
S.A.E. 6135-6150.. .
Carbon-Vanadium . .
Cromansil
Manganese-Molyb-
denum
C-.30-.80, Mn-.70 max.
C-.30-.50, Mn-1.60-1.90
C-.35-.55, Ni-3.25-3.75 .
C-.35-.55, Cr-.80-1.10,
Mo-.15-.25
C-.35-.45, Ni-1. 65-2.00,
Mo-.20-.30
C-.35-.55, Cr-.80-1.10. .
C-.30-.55, Cr-.80-1.10,
V-.15-.20
C-.45-.65, V-.15min.. ..
C-.30-.45, Cr-.40-.60,
Mn-1.00-1.30, Si-. 70-
.90
S.A.E. T1335 or T1340
plus Mo-.15-.25
50-90
75-90
70-80
70-85
70-80
70-85
75-85
70-90
75-85
75-85
350-700
550-700
500-600
500-650
500-600
500-650
550-650
500-700
550-650
550-650
*Hardness determinations on flame-hardened parts should
preferably be made with the scleroscope. The Brinell numbers
shown here have been converted. Hardness figures are for water-
quenched materials.
Metallography
The appearance and constitution of the flame-hardened
case may be described most easily by an examination of
etched sections and micrographs from the surface down-
ward to the core material. Figure 1 illustrates the variation
of hardness with depth below surface in flame-hardened
S.A.E. 1045 steel. The photomicrograph of the same steel
reproduced in Fig. 2 is typical and shows clearly a fully
hardened layer about Y% in. thick, a transition zone about
Ys in. thick, and then, unaltered core material. The case
thickness and transition-zone thickness can be varied by
modifications of the heating and quenching technique.
Methods of Flame-Hardening
Flame-hardening is both a maintenance and production
process. The nature of the work will indicate whether a
simple hand blowpipe or a fully automatic machine is
required. Surprisingly good results have been obtained by
hand-treatment and as an introduction to the simplicity
and effectiveness of the process it is suggested that a trial
be made by locally hardening a small scrap piece of medium-
Fig. 4 — Flame-Hardened Gear Tooth Showing Case Contour
carbon steel. It is uiily necessary to heat a small area of the
surface with a welding blowpipe or the preheating flames
of a cutting blowpipe and then quench with water. The
increase in hardness can be tested easily with a file.
Possibly an article has worn in service to a point where
it is necessary to build up worn surfaces with fresh metal.
The deposited metal may be one responsive to heat-treat-
ment, such as chrome-molybdenum rod, and after machining
it can be flame-hardened. If the metal, as deposited, is too
hard to be machined, the hardness can be reduced consid-
16
January, 1940 THE ENGINEERING JOURNAL
erably by local annealing with the blowpipe. This process
is known as flame-softening.
While a considerable amount of flame-hardening has been
satisfactorily accomplished by hand, the method is not
conducive to consistent results from the standpoint of
uniformity either as to depth or degree of hardness. Pro-
duction flame-hardening requires the use of mechanical aids,
either manually or automatically controlled. The methods
Fig. 5— Straddle Type Gear Heads
employed are commonly referred to as: (a) stationary,
(b) progressive, (c) spinning and (d) combination.
THE STATIONARY METHOD
The stationary method refers to those operations where
the blowpipe and work are motionless during the treatment.
This is sometimes known as spot hardening. (See Fig. 3.)
THE PROGRESSIVE METHOD
The progressive method refers to those operations where
the blowpipe and the work move with respect to each other
and the metal is quenched as heated. Illustrative of this
method is the flame-hardening of flat surfaces such as ways
for machine tools.
For flame-hardening a plane surface, the lighted blowpipe,
with a head producing sufficient flame area to cover the
path to be hardened, is directed along the surface at the
maximum speed which will heat the surface zone above the
critical point. Immediately behind the flame is a stream or
spray of water which progressively quenches the heated
surface. Speed is determined by operating variables such
as flame intensity, type of steel being treated, and the
temperature desired. It may vary from 4 to 10 in. per min.
although the usual speed is from 6 to 8 in. per min.
The blowpipe head should be placed so that the tips of
the inner cones are from 1-16 to % in. from the surface
being hardened.
The progressive flame-hardening of a gear tooth furnishes
an excellent example of the inherent advantages of flame-
hardening. The designer desires a hard wear-resisting work-
ing face supported by a tough shock-resisting core. This
combination is readily produced by flame-hardening and
the contour of the case is of maximum depth at the pitch
line, precisely where the greatest strength is needed. A
case such as shown in Fig. 4 is reproducible from tooth
to tooth through control of heating and speed of traversing.
Figure 5 shows the heads up for flame-hardening spur-
wheel teeth; in Fig. 6 the whole equipment is shown.
Experience has developed certain factors which should be
observed in all gear hardening in order that satisfactory
service life may be assured:
1. Shallow cases are to be avoided as possible sources
of spalling difficulties. It has been observed that a satis-
factory case should equal one third of the tooth thickness,
but not exceed 3^ in. at the pitch line.
2. Avoid overheating, which produces the conditions
necessary to promote checking and cracking.
3. Do not harden the tops of gear teeth. This condition,
if present, is usually found on the ends of the teeth and is
caused by a failure to maintain the proper heat balance
as the end of the tooth is approached. Typically this con-
dition causes failure by spalling of the end of the tooth
along the transition zone.
4. It is important that flame-hardened gears be carefully
aligned when placed in service. The high degree of hardness
presents a stiff unyielding surface which will not "wear in"
in the same manner as untreated gears.
While a uniform case is to be preferred, experience has
shown that this is not a necessary condition for satisfactory
service life. Thousands of gears have been flame-hardened
by hand with entirely satisfactory results. The variation
in case depth and hardness attendant upon hand hardening
does not cause differential wear and does not materially
reduce the life of the gear.
It has been the practice of many manufacturers to
machine heat-treated gear blanks in order to obtain maxi-
mum face hardness without further heat-treatment. Flame-
hardening permits machining steel either fully annealed or
heat-treated to produce desired core properties. The saving
in machining costs is obvious. One plant reported a machine
shop saving of $15,000 during the past year by virtue of
lower machining costs and fewer gear replacements.
It is of interest to observe that flame-hardening fits into
the modern method of gear manufacture employing oxy-
acetylene shape-cut steel plates welded together.
SPINNING AND COMBINATION METHODS
The spinning method and the combination method are
applied to rounds. In spinning, the blowpipe is stationary
and the work is rotated before the flames. When the entire
area has reached hardening temperature the quench is
applied while the work is still rotating. In the combination
method the work is rotated before the heating head which
gradually traverses the piece longitudinally, followed by
the quenching nozzle. It is thus a combination of spinning
and progression.
The flame-hardening of bearing areas is a good example
Fig. 6 — Hardening Large Spur Gear
of the spinning method. Sufficient heat is supplied to
elevate the entire bearing surface to the critical tempera-
ture in not over 2 min. (for thin cases the time may be as
short as 10 sec), after which it is quenched. To obtain
maximum hardness it is essential that the quenching be
done simultaneously with the removal of the heat source.
(See Fig. 7.)
ROLL OR SHAFT HARDENING BY COMBINATION METHOD
The flame-hardening of the entire area of shafts or rolls
is most satisfactorily accomplished by the combination
THE ENGINEERING JOURNAL January, 1940
17
Fig. 7 — Hardening a Crankshaft Bearing
method. Best results are obtained when the round is rotated
in a vertical position, care being taken to centre the piece
carefully so that a uniform case will be produced. The
speed of rotation is not critical and with a well-arranged
burner need not exceed a peripheral speed of 50 ft. per min.
A great advantage of flame-hardening in the vertical position
is the ease with which uniform and precise quenching can
be done. Rounds of various diameters and lengths have
been flame-hardened and there does not appear to be any
practical limitation to the size or length which can be
treated. An advantage of this method is its comparative
freedom from distortion. This is explained by the absolute
uniformity of heating and the highly localized area heated
at one time.
The flame-hardening of rolls offers several attractive
features. The absence of distortion has already been men-
tioned. In addition, it is now entirely practical to surface
harden large-diameter steel rolls to a depth of 3-16 or 34 m -
with full knowledge that at some later time the roll can be
softened by the oxy-acetylene flame, machined or repaired,
and again flame-hardened. This is an advantage not pos-
sessed by chilled cast iron rolls. The two progressive methods
about to be described, while considerably simpler from an
equipment standpoint, develop greater distortion. Figure 8
shows the application of the process to the wobbler ends
of a roll.
SPIRAL AND LONGITUDINAL FLAME-HARDENING
OF ROUNDS
These two methods are in reality simple progressive
hardening. In spiral hardening a single heating head follows
a helical path from one end of the round to the other.
Longitudinal hardening is done by a succession of passes
parallel to the longitudinal axis of the round. The great
disadvantage of both methods is the formation of a zone
of lower hardness between each pass. While this zone can
be held to a narrow width it is objectionable for many
classes of service. Both of these methods are extremely
simple from the standpoint of both oxy-acetylene and shop
equipment. A single flame-hardening head and an old lathe
are ideally adapted to spiraling. The longitudinal method
requires only rectilinear motion and may, therefore,
employ an oxy-acetylene cutting machine or lathe tool
carriage.
Circular work of large diameter such as power-shovel
roller-path rings is most successfully hardened by heating
and quenching during one rotation of the part. Either the
work or the heating heads may be stationary. This is an
application of the progressive method already described
for rounds.
The zone of lower hardness which will be produced at
the start and stop points may not only be held to a narrow
band, but in addition it may be positioned at an angle
so that the line contact of rollers will not at any one instant
bear entirely on the softer metal. This expedient has pro-
duced excellent service results.
Equipment and Applications
Various papers on the subject which have appeared
during the past year have illustrated the types of apparatus
employed in the flame-hardening process. From the appar-
atus manufacturer's standpoint the equipment divides itself
into two groups, the first of which includes the parts which
are used to a sufficient extent to warrant manufacture in
quantity, and which are therefore considered as stock items;
and the second group comprises special equipment developed
for particular jobs.
In addition to the gas-handling apparatus essential in
the process, various types of machines are also required
as motivating units. Here again, types of equipment vary
with the nature of the work.
■**&
Ik
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.T :
y . ' - ----7)
■i* -;».•*- |
^■W
RÂÏ m
[
É
S* 5 *" •- ■
ç**%^*£
58Ë3Ï
■É
MWt ■■»»
• J
* I
m wz^^~ ÊÊ
^w
.*8Bato*^- "
^*L^L
*
!
^
BHHPrT*
i ■ » ;
____j\*Mt ■.:£„.
•
.. .-.-;*** .
I f
*
V i
^
,j "-
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- *
*i
1 1
**?W *^
••
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w.
Fig. 8— Hardening Wobbler Heads of a Roll
18
January, 1940 THE ENGINEERING JOURNAL
Post Treatment
Quenching arrangements are attached to the heating head
for progressive or combination hardening. This insures a
fixed relation between heating and quenching. Many devices
may be used ranging from a simple stream of water from a
round nozzle to a carefully designed spray nozzle. Spinning
operations are better controlled by quenching with a large
volume of water under low head which simulates total
immersion.
Certain steels are too sensitive to be quenched in water.
It has been found that a milder quench is obtainable by
using soap-water solutions or a soluble cutting oil in water.
If machine tools are used for flame-hardening, the cutting-
oil systems can be used for quenching. Several steels respond
to air quenching and such arrangements are easily provided.
It has been recommended that flame-hardening should
be immediately followed by a low-temperature draw to
relieve quenching stresses. This need not exceed 400 deg. F.
and can conveniently be done in an oil bath or oven.
Few users of the process have followed this recommenda-
tion, and further research may show that this recommenda-
tion is unnecessary in the great majority of cases. By care-
fully controlling the quantity and application of the quench-
ing medium, or delaying its application, the treatment
may be made self-drawing. Obviously, this technique is
rather delicate if precise results are specified, but a proper
balance of heat and quench can be established and main-
tained on a production basis.
Costs and Applications
For general estimating purposes, 1 cu. ft. each of oxygen
and acetylene will harden 4 sq. in. of surface. Shop figures
have been presented as high as 8 sq. in. per cu. ft. of each
gas and it is believed that the figure of 4 sq. in. will be
found quite conservative. Labour is difficult to estimate
because so much depends on the surfaces to be treated.
For assistance in estimating, the usual speed in progressive
flame-hardening is from 6 to 8 in. per min. and in roll or
shaft hardening from 3 to 6 in. per min. Spinning operations
are seldom longer than 1-min. heating period.
A complete list of the articles or parts that have been
flame-hardened would be too long to be included here. The
following list has been selected as suggesting possible appli-
cations :
Machine-tool ways
Cams and cam surfaces
Crankshafts
Power-shovel roller-path
rings and track
Car axle bearings and
journal guides
Rail ends and rails
Valve stems, seats, and
plugs
Oil-well-tool joints
Pulp knives and hog
knives
Sprockets, sheaves, and
crane wheels
Wobbler pads, coupler
boxes, and mill turndown
screws
Piston rods, sucker rods,
pump plungers
Wrench jaws
Tractor shoes
Internal area of cylinders
Internal area of relatively
small holes for bearings
Fig. 9 — Flame-Hardened Cam
Summation
In closing, the several inherent as well as important ad-
vantages of the flame-hardening process seem worthy of
summation :
1. The equipment is ready for use instantly.
2. Simple straight-carbon or inexpensive low-alloy steels
can be used.
3. The operation is rapid.
4. Hardening is confined to the surface and can be done
exactly where desired.
5. Core properties are retained.
6. The case depth can be varied easily.
7. The degree of hardness can be varied.
8. The size of the article is not a limiting factor.
9. The quality is uniform.
10. The tendency to distort is greatly minimized.
11. A relatively small number of pieces are tied up in the
hardening equipment.
12. The equipment is truly portable.
13. The process can be applied to a large list of steels, cast
iron, malleable iron, and carburized parts.
14. The equipment used for flame-hardening can also be
used for flame-softening.
ANNUAL MEETING, TORONTO, ONT., FEBRUARY 8th and 9th, 1940
THE ENGINEERING JOURNAL January, 1940
19
THE OPTIMUM THICKNESS OF INSULATION FOR
CANADIAN HOMES
J. D. BABBITT
Physicist, Division of Physics and Electrical Engineering, National Research Laboratories, Ottawa, Ont.
The design of any building for Canada, be it dwelling,
school, theatre or office building, must allow for insulation
against excessive heat loss. This is a problem of especial
importance for Canada because the severe winters have
meant a large national bill for fuel and the justification —
and necessity — for insulation lie primarily in the fact that
by means of insulation the cost of heating can be reduced.
The heat supplied to any building by the combustion of
fuel must eventually find its way to the exterior through
the walls, roof, windows and doors and any method which
can retard this movement of heat will result in decreased
heating costs. Insulation when applied correctly to walls
and roofs increases the resistance to heat flow.
In the use of insulation, however, it must be borne in
mind that the saving to be gained obeys the law of dimin-
ishing returns. Consider the following points: (1) A house
cannot be perfectly insulated; that is to say, it is impossible
to eliminate completely the heat exchange between the
inside and the outside. No matter how much insulation is
added there will always be a temperature drop through the
wall and while this drop may be distributed over as large
a thickness as desired, thus making the temperature gra-
dient small, yet there must always be some gradient and
consequently a transfer of heat. (2) If the insulation value
of a wall is doubled, the heat loss through that wall is
halved. The saving made in heating, however, depends on
the initial insulation of the wall, since the heating cost is
computed on the basis of the number of B.T.U.'s lost. To
take a specific example, suppose we have three walls whose
thermal coefficients are 1.00, 0.50 and 0.25 B.T.U. per hr.
per sq. ft. per deg. F. respectively. The thermal resistance
of the second wall is double that of the first and that of
the third is double the second but the saving in one case is
0.50 B.T.U. and in the other only 0.25. Since we pay for
B.T.U. the saving in the second case is only one-half of
what it was in the first case. Moreover, to double the insul-
ation of the second wall required a greater amount of
insulation than to double the first so we see that we have
not by any means obtained a comparable saving. This fact
may be expressed mathematically by saying that the re-
duction in heat loss through a wall decreases geometrically
while the cost of heating decreases arithmetically.
The above example explains why it is that, while it pays
to add a certain amount of insulation to a wall, it is not an
economic propostion to go on adding insulation ad in-
finitum. In most construction in Canada the thickness of
insulation to be used is judged solely on an empirical basis
without any consideration of the estimated cost of the heat
loss through the wall. It is the intention in this paper to
study and analyze as far as it is possible the various factors
which contribute to the problem and to find out in what
way they influence one another.
The first point that is obvious in such a study is that the
insulation requirements of any house will vary according
to the climate of the district in which it is built. A Van-
couver house, for instance, would require much less pro-
tection than one built in the prairies. It is essential, there-
fore, to include as a first consideration the climatic con-
ditions existing in the different parts of Canada. Secondly,
the cost of the fuel will have an influence on the amount of
insulation that should be used. Obviously, if fuel is very
cheap the saving to be effected by insulating the house is
correspondingly reduced. Conversely, if insulation is cheap
and fuel expensive it will pay to use more of the former.
Thirdly, in insulating a building the outlay on insulation
must be applied where its effect will be greatest. It would
hardly be justifiable to spend money insulating walls if
80 per cent of the heat loss was through the windows. It
is for this reason that the first consideration of Canadian
homes should be double windows and weatherstripping.
Lastly, one must not overlook certain purely economical
factors such as maintenance costs, interest on investment,
depreciation, etc.
In this paper the intention is to attack the problem in
the following way:
(1) To analyze the weather conditions in the different
parts of the country and to compute degree-days for the
various districts.
2. To analyze the distribution of the heat loss from a
typical house.
3. To determine the amount, and cost, of the fuel re-
quired to heat the house under different conditions.
4. To determine the cost of insulating the house on the
basis of equal yearly payments spread over a period of time.
5. To combine these factors so as to find the thickness
of insulation which is economically justifiable.
The Weather Conditions in Different Parts
of the Country
As already pointed out any estimate of the amount of
insulation to be used in a building must make allowance
for the weather conditions prevailing where the building
is to be built. As regards fuel consumption the important
feature is not necessarily the minimum temperature which
may be experienced but rather the combined effect of low
temperature and length of heating season. The minimum
temperature does have a direct effect on the heating arrange-
ments in that the heating equipment must be of sufficient
size to take care of the minimum but the consumption of
fuel depends on the length of the heating season as well as
on the temperature difference.
In order that both these factors should be included in an
estimate of fuel consumption the concept of degree-days
has been introduced. This, as its name implies, is a unit
based upon temperature difference and time. For any one
TABLE
I.— DEGREE-DAYS FOR CANADIAN CITIES
City
Jan.
Feb.
Mar.
Apr.
May
June
July
Aug.
Sept.
Oct.
Nov.
Dec.
Total
Vancouver
899
1,829
2,139
2,139
1,333
1,674
1,612
1,612
1,302
756
1,512
1,876
1,820
1,204
1,484
1,428
1,400
1,176
713
1,302
1,581
1,581
1,116
1,271
1,209
1,209
1,085
510
720
840
810
720
690
720
880
780
341
434
465
403
372
279
310
434
496
180
240
180
90
60
30
150
210
62
124
31
93
186
124
62
31
270
450
420
330
180
217
180
279
210
496
713
806
744
558
589
558
620
496
660
1,230
1,320
1,320
870
990
960
990
780
756
1,519
1,767
1,829
1,209
1,457
1,395
1,426
1,147
5,736
Edmonton
10,259
Regina
11,541
Winnipeg
Toronto
11,128
7,622
Ottawa
8,681
Montreal
8,372
Fredericton
9,031
Halifax
7,682
20
January, 1940 THE ENGINEERING JOURNAL
day there exist as many degree-days as there are degrees
Fahrenheit difference in temperature between the average
outside air temperature, taken over a 24 hour period, and
a temperature of 65 deg. F. The choice of 65 deg. F. as
the base temperature has been made as the result of an
investigation carried out by the American Gas Association
which showed that in the heating of residences the gas con-
sumption varied directly as the difference between 65 deg.
and the outside temperature. It has subsequently been
found that this also holds good in the case of other fuels.
A summation of the degree-days for each day in the year
gives the total degree-days in the year. This forms a basis
upon which the yearly fuel consumption can be estimated.
In Table 1 the number of degree-days for each month is
given for various Canadian cities; the total number of
degree-days per year is given in the last column. These
figures have been calculated on the basis of the mean
monthly temperature as given in "The Canada Year Book,
1931". For the purpose of this paper it is not essential to
carry through the calculations for each individual city and
it will be sufficient to classify these cities into four arbitrary
groups according to the number of degree-days. These
groups are as follows:
1. Vancouver and the Pacific Coast. (Degree-days be-
tween 5,000 and 6,000).
2. Halifax and Toronto. (Degree-days between 7,000 and
8,000.)
3. Ottawa, Montreal, Fredericton and neighboring dis-
tricts. (Degree-days between 8,000 and 9,000).
4. The prairie cities. Winnipeg, Regina, Edmonton.
(Degree-days between 10,000 and 11,000).
The Distribution of Heat Losses
from a House
The general design of a building is of fundamental im-
portance because such things as ratio of window area to
wall area, the area of the roof, the number of doors and
windows are all factors which affect the heat loss from a
house. The method of construction is also of importance
since it is obvious that a thick stone or masonry house will
have different thermal properties from a light, thinly con-
structed, frame dwelling. The workmanship and the quality
of materials used are also factors which cannot be over-
looked. But while these are all essential points in any cal-
culations involving individual houses they cannot be given
commensurable weight in a general study such as this. We
are interested in showing, first of all, that there is a definite
optimum thickness of insulation and secondly, in obtaining
a rough estimate of this thickness for various parts of
Canada. In order to carry this out it is necessary to choose
some sort of a typical house on which to base our calcula-
tions and to neglect variations in heating load caused by
the factors of design and construction. One house, as
representative as possible, may be taken, and with this as a
model, the variation of heating costs with changing con-
ditions may be computed.
A house which may be regarded as typical of many
constructed in Canada is the dwelling specified in Example 6,
page 144 of the 1938 Guide of the American Society of
Heating and Ventilating Engineers. This is a two story,
six room, frame house, 28 by 30 ft. foundation and has the
following characteristics :
Area of outside walls 1,992 sq. ft.
Area of glass 333 sq. ft.
Area of outside doors 54 sq. ft.
Cracks around windows 440 ft.
Cracks around doors 54 ft.
Area of second floor ceiling 783 sq. ft.
Volume, first and second floors 13,010 cu. ft.
Ceilings 9 ft. high
The walls are constructed of 2 by 4 in. studs with wood
sheathing, building paper and wood siding on the outside
and wood lath and plaster on the inside. The windows are
single glazed, double-hung, wood frames without weather-
strips. The second floor ceiling is metal lath and plaster,
without an attic floor. The roof is of wood shingles on wood
strips with rafters exposed. The area of the roof is 20 per
cent greater than the area of the second floor ceiling.
The following thermal transmissions have been assumed
for the various parts of the building, based on coefficients
published in the A.S.H.V.E. guide for 1938.
Walls: overall transmission U = 0.25 B.T.U./hr./sq.ft./deg.F.
Glass: " " U = 1.13
Doors: " " U = 0.52
Second floor ceiling: U = 0.69 " " "
Roof : overall transmission U = . 4 6 " " "
Roof and ceiling
combined " U = 0.31
Window crack: air leakage = 21.4 cu. ft. /hour/ft.
Door crack: " =42.8 "
2 3 4 5 6
THICKNESS OF INSULATION
CINCHES)
Fig. 1 — Group I: Degree-Days 5500
On the basis of these figures it is easy to determine the
heat losses through the various parts of the house per day
per deg. F. temperature difference. The various figures ob-
tained are as follows :
Walls =0.25 by 1,992 by 24 = 12,000 B.T.U./day/deg. F.
Roof =0.31 by 783 by 24= 5,830
Glass =1.13 by 333 by 24= 9,030
Doors =0.52 by 54 by 24= 674
*Air leakage, windows = 0.018 by 21.4 by 40 by 24 = 4,070
*Air leakage, doors = 0.018 by 42.8 by 54 by 24 = 998.
*Cf. A.S.H.V.E. Guide 1938, p. 127.
By adding these figures together we obtain 32,602 B.T.U.
as the total heat loss from the house per day for each
degree F. temperature difference between the outside and
the inside. If this is multiplied by the number of degree-
days in the year the total yearly heat loss is obtained.
The house as assumed above is completely uninsulated
and such a house would never be used in Canada. All
Canadian homes with few exceptions are provided, as a
first step in the protection against cold, with double win-
dows and in most cases the doors are weatherstripped. By
this means, not only is the heat loss by transmission through
the glass reduced but also the heat loss by air infiltration
is materially lessened. The coefficient of heat transmission
U for a double glazed window is 0.55 while the air leakage
THE ENGINEERING JOURNAL January, 1940
21
per foot of window and door crack under these conditions
may be taken as 15.5 cu. ft. and 31.0 cu. ft. respectively.
When we make these improvements in the house we find
that the heat loss per day per degree F. is reduced from
32,602 B.T.U. to 25,777.
Having provided the house with double windows and
doors it is time to insulate the house proper; in other words,
some material or materials must be used in the construction
of the walls and roof of such a nature and in sufficient
thickness that the heat transmission will be appreciably re-
duced. There are a great number of these so-called insulating
materials on the market and they are available in various
transmission U of the walls and roof with different thick-
nesses of this insulation.
2O0i
AMORTIZED COST
OF INSULATION
60
40
20
2 3 4 5 6
THICKNESS OF INSULATION
CINCHES)
Fig. 2 — Group II : Degree-Days 7500
forms ranging from loose fill materials such as rock wool,
shavings, peat moss, etc., to rigid fibre boards constructed
from wood pulp, corn stalks, wheat straw, etc. These
materials, of course, vary not only in insulating value per
inch thickness but also in cost. In certain cases the material
may serve some other constructional purpose besides that
of insulation. Thus a fibre board may be used as a plaster
base, or even, in some cases, in place of the wood sheathing.
In this case, however, a standard insulation should be taken,
for example, a hypothetical material having a thermal con-
ductivity (k-value) of 0.30 B.T.U per hr. per sq. ft. per deg. F.
temperature difference per inch thickness. This is a fairly
representative value as an inch of this material would be
equivalent to 7 /s in. of rock wool or to 134 in. of fibre
board.
The parts of the house which must be insulated are the
outside walls and the second floor ceiling. It is assumed that
there is no attic floor and that the insulation is placed
directly above the plaster of the second floor ceiling. It is
desired to determine the effect on the heat loss resulting
from the application of different thicknesses of the standard
insulation to the house. In Table II is given the overall
Table II
Thermal Transmission U
No additional insulation.
V?,
inch
insu
1
a
2
u
3
u
4
a
5
tt
6
tt
ation .
Wall
Roof
0.25
0.31
0.18
0.20
0.14
0.15
0.093
0.101
0.071
0.076
0.058
0.060
0.048
0.053
0.042
0.045
Using these coefficients the heat loss per day per deg. F.
can now easily be determined in a similar method to that
used for the uninsulated house. The results are given in
Table III.
Table III
Calculated heat loss from the house under various con-
ditions :
B.T.U./day/deg. F.
Uninsulated house.
Double windows . .
ation .
V?,
inch
insula
1
a
2
it
3
it
4
it
5
it
6
it
32,602
25,777
20,317
17,457
14,127
12,767
11,847
11,233
10,803
The product of the B.T.U. loss per day per deg. F. and
the number of degree-days per year gives the number of
B.T.U. which are lost from the dwelling in a year. This is
shown in Table IV.
This represents the number of B.T.U. which must be
supplied to the house by the fuel that is burned during the
winter. The next step is to relate this figure to the number
of tons of coal, gallons of oil, cords of wood, etc., which will
be used. Although the number of B.T.U. in a ton of coal
can be easily determined by laboratory tests, yet these
B.T.U.'s are not all available for heating, since no furnace
is 100 per cent efficient. In actual furnaces part of the coal
goes unburned and is thrown out with the ash, while some
of the hydrocarbon gases are unburnt. In all cases heat is
lost up the chimney with the gaseous products of combus-
tion. Since these factors vary with different types of furnaces
and also with individual furnaces according to whether the
furnace is running at full capacity or is burning slowly,
considerable uncertainty exists in any estimate of the
number of B.T.U. in a ton of coal actually available for
heating. It must also be borne in mind that the different
varieties of coal have widely different B.T.U. content.
In order to have some basis of computation it is necessary
to select a typical method of heating which will furnish
conditions near enough to the average. In this way the
results will be close enough to indicate general trends. Take
for our example a furnace burning anthracite coal. The
B.T.U. content of anthracite coals varies but an average
would be a coal having a heat value of 13,200 B.T.U. per
lb. or 26,400,000 B.T.U. per ton. It may be assumed that
TABLE IV
B.T.U. LOSS PER YEAR
City
Groups
Average
Degree —
Days
Uninsulated
House
No Double
Windows
Double
Windows
Y 2 in.
Insulation
1 in.
Insulation
2 in.
Insulation
3 in.
Insulation
4 in.
Insulation
5 in.
Insulation
6 in.
Insulation
I
II
III
IV
5,500
7,500
8,500
10,500
179,400,000
244,500,000
277,500,000
342,300,000
141,800,000
193,300,000
219,000,000
270,300,000
111,700,000
152,200,000
172,700,000
213,300,000
96,000,000
131,000,000
148,300,000
183,200,000
77,600,000
106,000,000
120,100,000
148,300,000
70,100,000
95,600,000
108,300,000
134,000,000
65,100,000
88,900,000
100,700,000
124,300,000
62,700,000
84,200,000
95,500,000
118,000,000
59,400,000
81,000,000
92,900,000
113,300,000
22
January, 1940 THE ENGINEERING JOURNAL
220
THICKNESS OF INSULATION
(INCHES)
Fig. 3 — Group III: Degree-Days 8500
the heating equipment is 60 per cent efficient, i.e., that
throughout the heating season 60 per cent of the theoretical
B.T.U. content of the coal is made directly available for
heating purposes. Thus each ton of coal will supply
15,840,000 B.T.U. to the house. The cost of a ton of such
coal will be taken as $15.00. Actually, of course, the cost
of coal varies from year to year and from place to place,
but this figure should, under ordinary conditions, be near
enough to the actual cost to justify general conclusions.
Under these assumptions Table V shows the number of
tons of coal required to heat the model house per year in
the different degree-day groups and with different thick-
nesses of insulation. The corresponding cost of this coal
at the standard price is also given in the appropriate columns.
Yearly Cost Attributable to Insulation
The figures given in Table V represent the money which
must be paid out for fuel under the different conditions
assumed. Any strict method of computing heating costs
would, however, include in the yearly fuel bill a term repre-
senting the increased cost of the house due to the insulation.
This must now be taken into consideration.
For this purpose it is necessary to fix a price for this in-
sulation. As in the case of coal this means another arbitrary
assumption. There are as many possible costs as possible
varieties of insulation and moreover these costs are not
permanent. A probable figure is 3.5 cents per sq. ft. per in.
thickness of insulation installed. The total area of the house
which requires insulation is 2,775 sq. ft. Under these con-
ditions the cost of putting one inch of insulation in the
house is $97,125.
In order to estimate how the cost of insulation affects
the yearly fuel bill it is necessary to distribute the initial
cost of the insulation over the life of the building. Assum-
ing that the insulation is paid for in 25 equal yearly instal-
ments computed on a five per cent basis, it is found from
annuity tables (of Accountant's Handbook: Saliers, Ronald
Press: p. 507) that $100 may be written off in 25 years at
five per cent by a yearly payment of $7.0953. On this
basis $7.0953 must be added to the yearly fuel bill for
every $100 invested in insulation. In Table VI is given the
yearly cost of various thicknesses of insulation computed
in this way.
TABLE VI
Thickness of Insulation
Initial Cost
Yearly Payment
y 2 "
$ 48.562
97.125
194.250
291.375
388.500
485.625
582.750
$ 3.446
1"
2"
6.891
13.782
3"
20.673
4"
27.564
5"
6"
34.455
41.346
Total Yearly Cost for Heating
TABLE VII
City
Group
Y 2 in.
1 in.
2 in.
3 in.
4 in.
5 in.
6 in.
I
II
III
IV
$109.0
147.6
166.8
205.3
$ 97.8
130.9
147.5
180.7
$ 87.3
114.1
127.5
154.3
$ 87.0
111.3
123.3
147.7
$ 89.2
111.7
123.0
145.3
$ 93.0
114.1
124.9
146.3
$ 97.5
117.9
128.3
148.4
In order, therefore, to obtain the total cost of heating the
house for a year the yearly cost of insulation as given in
Table VI must be added to the cost of the fuel as determined
in Table V. These figures are given in Table VII for the
different conditions. It can immediately be seen that for
each city group there is a certain thickness of insulation at
which the cost is a minimum. These points are brought out
more clearly by the graphs in Figs. 1 to 4. Here are plotted
both the actual cost of the fuel as given in Table V and the
total cost as given in Table VII. The yearly cost of the
insulation alone is also represented on the figure but the
scale for this has in some cases a different zero. The mini-
mum in the curve for total yearly cost is clearly shown.
From these graphs the following figures are taken as rep-
resenting the conditions under which the total yearly cost
is a minimum.
Group I = 2Y<l inches of insulation
Group II =3
Group III = 3^ "
Group IV =4
The minima shown in these curves are very broad so
that within wide ranges of thickness the total cost remains
practically the same. For instance, there is only an increase
of a few dollars per year if the insulation is changed by
TABLE V
Uninsulated
House
Double
Windows
Y 2 in.
Insulation
1 in.
Insulation
2 in.
Insulation
3 in.
Insulation
4 in.
Insulation
5 in.
Insulation
6 in.
Insulation
City
Groups
No.
of
tons
of
coal
Cost
No.
of
tons
of
coal
Cost
No.
of
tons
of
coal
Cost
No.
of
tons
of
coal
Cost
No.
of
tons
of
coal
Cost
No.
of
tons
of
coal
Cost
No.
of
tons
of
coal
Cost
No.
of
tons
of
coal
Cost
No.
of
tons
of
coal
Cost
I
II
III
IV
11.32
15.47
17.52
21.63
$170.0
232.0
263.0
325.0
9.05
12.21
13.83
17.09
$134.2
183.2
207.7
256.2
7.04
9.61
10.90
13.47
$105.6
144.2
163.4
201.9
6.06
8.27
9.36
11.58
$90.9
124.0
140.6
173.8
4.90
6.69
7.57
9.36
$73.5
100.3
133.7
140.5
4.42
6.04
6.84
8.46
$ 66.3
90.6
102.6
127.0
4.11
5.61
6.36
7.85
$ 61.6
84.1
95.4
117.8
3.90
5.31
6.03
7.45
$ 58.5
79.6
90.4
111.8
3.75
5.11
5.80
7.16
$ 56.2
76.6
87.0
107.3
THE ENGINEERING JOURNAL January, 1940
23
Yl in. in either direction. It should be noticed, however, that
the increase in cost is much greater if we decrease the thick-
ness by an appreciable amount than if we increase it. This is
especially noticeable in the city groups which have low
degree-days.
For this study it has, of course, been necessary to make
specific assumptions in order to be able to carry out the
calculations. This somewhat limits the application of the
results, but the results do show how the problem may be
tackled in any particular case. At the same time the figures
determined serve as a general guide to the thickness of
insulation that should be used in different parts of the
country and give, on scientific grounds, a lead towards deter-
mining the best and most economical amount of insulation.
It is instructive in conclusion to note the assumptions
which have been made and the ways in which they may
be expected to influence the results.
1. Estimate of degree-days. This figure is obtained by
the use of statistics of average temperatures. For the in-
dividual cities it should, over many years, give a fairly
reliable estimate of the weather to be expected. An error
in degree-days would only affect the insulation results to
a minor degree.
2. Assumption of a specific house. This would affect the
result in that the amount of fuel saved depends on the ratio
of the fixed heat loss to the heat loss through the walls and
roof which can be influenced by insulation. It would be
uneconomical to use as thick insulation in a house with a
large ratio of window area to wall area as in a house with
a smaller ratio.
3. Assumption of cost of fuel. All the assumptions with
regard to the fuel may be summed up by the one assump-
tion of a cost per B.T.U. Different fuels, different furnaces,
different localities will all affect the cost per B.T.U. With
a large B.T.U. cost the economical thickness of insulation
will increase. With a low B.T.U. cost the economical thick-
ness is less.
260
2 3 4
THICKNESS OE
CINCHES)
5 6
INSULATION
Fig. 4 — Group IV : Degree-Days 10500
4. Type and cost of insulation. The cost of different
varieties of insulation should be compared by estimating
the cost to obtain insulation value equivalent to an inch
of material having the k-factor equal to 0.30. It is obvious
that with a material having a cost greater than the assumed
value the thickness used should be less and with a cheaper
material the thickness should be increased.
THE ECONOMIC FRONT
(Continued from page 11)
extent of our war effort will directly depend upon the
effectiveness with which we can organize and conserve our
manpower. Although we have thousands of unemployed,
they do not represent the reserve of manpower their num-
bers would indicate. Many are temperamentally or con-
stitutionally unfitted for work; others are specialists whose
services under changing conditions are less needed,
and as a whole they are below average in intelligence and
physique.
As more and more men are needed for war purposes, our
peace time construction activities, large or small, public
or private, should be tapered off. To tide over, we should
improvise and resort to temporary expedients. What cannot
be deferred until after the war should be done now before
the shortage of manpower becomes acute. New projects,
replacements and betterments use up exchange to the
extent that imported materials are incorporated in
them. They deplete our manpower, and they divert
capital indispensable for war financing. They aid the
enemy.
The St. Lawrence Waterway, so long as the allocation
of cost is just and it can be shown the cost of transportation
will be reduced, taking into account the carrying charge
of the new works and the loss of traffic to the railways, is
the very thing to construct after the war,^to tide over post-
war readjustment. A spirit of co-operation with our
neighbours is indispensable, but the Americans are a
sensible people and will realize that now we are at war we
are in the position of a man defending himself against a
highway robber.
Conclusion
When the war starts in earnest, we may be unpleasantly
surprised. Our war effort cannot be overdone, as better
equipment for our armed forces means corresponding fewer
casualties. Per capita, Britain is currently spending over
four times our anticipated expenditure for the first year of
the war. Even to approach the British figure, we must
first put our own house in order. Apart from their excessive
cost, our multiplicity of governments breed sectional
jealousy and discontent. A better understanding between
the various sections of our country is badly needed, and
we should treat the French-speaking Canadians with the
same tolerance they treat the English-speaking minority in
Quebec. We should also continue to cultivate the friendship
of our neighbours to the south.
We engineers are trained in the scientific approach, and
we deal with economic problems in our everyday work.
We can be of real service in promoting sound ideas among
the public, since in democracies the government can only
move when it has public opinion solidly behind it. We can
use our good offices in reconciling the conflicting interests
of the consumer, the producer, and labour. Only by all
working together, can we effectively use our manpower and
resources in this war, and lay the foundation for a lasting
prosperity. Our aim should be to provide our Government
with constructive support.
NOTE — The opinions expressed by the author are his own and do not necessarily represent the opinion of
The Engineering Institute of Canada as a body.
24
January, 1940 THE ENGINEERING JOURNAL
MODERN MILITARY ENGINEERING
BRIGADIER E. SCHMIDLIN, M.C.
Department of National Defence, Ottawa, Ont.
Address presented before a joint meeting of the Montreal Branch of The Engineering Institute of Canada and
the Military Engineers' Association of Canada on December 14, 1939
There appears to be a rather general impression, even
among engineers, that military engineering differs in some
fundamental way from civil engineering (using the latter
term in its broadest sense), and that military engineering
contains at least some elements to which the ordinary prac-
tices of engineering do not apply. The purpose of this talk
is to show that the impression referred to is almost entirely
incorrect, and to indicate briefly some of the main tasks of
the army engineer in the field, and their close parallelism
to the tasks of the engineer in civil life.
In general terms, the function of the engineer in his
civil aspect, is to provide, for the community at large:
(a) Shelter and protection from the elements for men
and goods.
(b) Facilities for transportation of men and goods.
(c) Facilities for inter-communication.
(d) Power.
(e) Materials, both for his own use and for non-engineer-
ing purposes.
(f) Water.
(g) Disposal of wastes.
The above headings, expanded in some cases to cover
very large fields of endeavour, will be found capable of in-
cluding everything which the properly designated engineer-
ing profession comprises. With very slight modifications in
terms they will also describe all the activities of the military
engineer in war.
Let us discuss each one in turn and attempt to determine
whether this statement is true, and if it is, whether the
military engineer uses, in carrying out his functions, any
principles or methods which differ radically from those of
ordinary practice.
Shelter
The military engineer is responsible for providing shelter
from the elements for the community (the forces in the
field). For the sake of brevity, we will call this community
the army, although it may contain all three of the forces
on sea, land and air. The only difference between the
military and the civil engineer in this matter is that the
former works without benefit of the architect, since the
structures used are entirely utilitarian, and are generally
of the simplest possible type. There is certainly nothing
new or novel in the designs, unless we except the various
kinds of pre-fabricated and portable buildings which have
been produced. These are attained simply by a sacrifice
of safety factors, comfort and durability, none of which
have the importance which they hold in civil life. Much
ingenuity, however, has been exercised in obtaining the
minimum of weight with the maximum speed of erection
and dismantling, particularly in some of the larger buildings
such as aeroplane hangars. One very clever factory-built
semi-portable hangar might be mentioned which uses very
light angles throughout, with framed towers as columns for
lateral stiffness, and with many of the parts interchange-
able, the whole structure being field bolted.
There is one feature of the provision of shelter for the
army, however, which is definitely apart from anything
met with in civil life, and that is shelter against the man-
made destructive elements which the soldier must weather
if he is to be kept alive. Actually, even here the boundary
between civil and military requirements is disappearing in
these days of air bombing, and the private citizen at home
has to be protected against enemy activity almost as fully
as the soldier at the front, a fact which we in this country
have hardly yet begun to appreciate. Shelters of this char-
acter differ radically, of course, from the buildings in which
we live normally, although they actually have their counter-
parts in the cyclone cellars and earthquake shelters of some
unlucky parts of the world. They are characterized by their
subterranean location and their very great structural
strength, and by their restricted size in comparison with
the numbers whom they are designed to hold. They vary
from the small family air-raid shelters intended to be sunk
in the ground in the back garden by the householder, to
gigantic underground workings like the Maginot fortifica-
tions, and huge artificial caverns used for protection of oil
and gasoline reserves. They include also open trench systems
for protection of troops in front line positions and those
massive- walled hollow concrete cubes which we have come
to know as pill-boxes. The most famous example of the
large subterranean shelter is, of course, the Maginot Line,
which has had almost as much publicity in recent months
as a new movie star. The Maginot Line is a truly colossal
work. It is difficult to get any accurate figures as to its
total cost, but it would appear to have been in the neigh-
bourhood of 500 or 600 million dollars, or from two to three
million per mile of its length. It involved a tremendous
amount of tunnelling, and a large number of vertical shafts,
and it was probably built largely by contractors experienced
in city subway construction. It is reasonably safe to say
that the only parts of it which are distinctly military in
character are the arrangements for handling gun ammuni-
tion and the gun turrets themselves. This is not intended
in any way to detract from the work of the French army
engineers who planned it, but merely to point out that the
engineering methods were those of normal civil practice,
and that the military aspect of the work lies in the purpose
for which it is intended, and the manner in which it was
planned so as to fulfil its function most effectively.
It might be well to note that the purpose of the Maginot
works, as in all other protective works in a battle zone, is
to protect the fighting equipment, the ammunition and
the manning personnel against destruction by the enemy's
long-range attack, i.e., by shelling or bombing, so that the
garrison may be always ready to man its weapons on the
surface when the enemy advances to drive home his attack
by means of men and man-carried weapons, aided, perhaps,
but not yet superseded by those small moving forts which
we call tanks.
It would, perhaps, be worth while to digress for a moment
at this point to discuss the possible effect of the tank on
warfare, since this is actually the only really new weapon
which has emerged in modern times, so far as fighting on
land is concerned. The tank is simply a means whereby
destructive weapons and their manning crews can be moved
into and through the enemy's defence organizations so as
to attack more effectively such points of resistance as cannot
be subdued by long-range attack or by unprotected men.
It is a highly effective weapon against an opponent who is
himself deficient in similar equipment, or who is not pro-
perly armed for defence against tanks. In a war of move-
ment it may have great tactical value. Some day we may
see a battle between tank fleets, just like a naval battle,
on dry land. But for the attack of well fortified defensive
positions, the value of the tank is very doubtful. It is not
as difficult to stop as some people imagine. A fairly large
trench of proper shape will do the trick, and so will various
types of surface obstacle, such as the concrete teeth which
the Germans are using, or a chevaux-de-frise of railway
THE ENGINEERING JOURNAL January, 1940
25
rails firmly set in earth or concrete. The tank is an easy
target when it has been stopped, and it cannot be armoured
against even a small shell. Consequently, it would seem
that the course of events is not likely to be altered very
greatly by the presence of tanks on both sides of the present
conflict. The new weapon, in other words, loses much of
its superiority once it is no longer new, and once an effective
defence against it has been devised. We have excellent
examples of this phenomenon, by the way, in the case of
the submarine and the bombing aeroplane.
To return to the general matter of provision of shelter,
and to sum up, it may be said that the outstanding feature
of this phase of the military engineer's act is the production
of the two great belts of fortifications on the Franco-German
border, the French system highly developed underground
and deliberately constructed, while the German system has
been more hastily built, has more surface structures and is
distributed over a wider zone. It is impossible to say which
will prove the more effective, but there seems to be little
doubt that the French line is much the more comfortable
for the troops to live in.
Transportation Facilities
The engineer service in our army does not provide and
operate road vehicles. It does, however, provide and operate
everything which runs on rails, and it also provides the
roads on which vehicles must move. It is rather a paradoxical
fact that the introduction of mechanical transport, with its
greater speed, which it would seem at first sight should
reduce the number of vehicles on the roads, has had pre-
cisely the opposite effect. This is due to several factors, such
as the large increase in the amount of munitions to be
provided, the large proportion of the troops who now ride
where they used to walk, the multiplicity of new equipment
which has to be carried on vehicles, and so on. The fact
remains that an ordinary infantry division possesses some
6,000 motor vehicles for transportation purposes, plus the
machines which tow guns, tanks, machine-gun and troop
carriers, and all the rest. The result is that the engineer's
job of making and maintaining roads in this war is going to
be immensely greater than it was in the last one, if the
fighting ever becomes really active. The same will be true
of his railway work. Nevertheless, there is no such thing in
actual fact as a "military" road or a "military railway";
there are only ordinary roads and ordinary railways built
for military purposes, and, perhaps sometimes not so well
built when haste is the only watchword. It is true that our
handbooks of military engineering show various methods
of building roads and of overcoming unusually difficult
conditions, but there is not one of these which has not been
used in a pinch in civil practice, from corduroy to fascine
mat. Even the special units which we have for road and
railway building are only slightly modified construction
crews, with the engineer, the foreman and the section boss
provided with military ranks and titles. They will take
the field armed with the tools and equipment familiar to
many of you, and probably including some of the latest
things in dirt-moving machinery. Ditching machines, by
the way, are already in use in France, making the tank
traps which have been mentioned before.
Mention should not be omitted that the engineers of
our army have a marine branch. They do not go to sea, but
they operate wherever there are inland waterways, and did
a lot of useful work the last time on the Belgian canals.
The question naturally arises as to the effect which
mechanization is likely to have on the actual speed of move-
ment of conflicting armies during a campaign. No informa-
tion on this point can yet be gleaned from the present war.
The German movement into Poland hardly furnishes a
useful example, as this was, apparently, met by very little,
or at least very poorly organized, resistance. As a result,
the German mechanized columns were able to penetrate
into Poland at speeds which are extremely high, when
compared with any similar operations in the past. What
might have happened if the Poles had been properly equip-
ped and organized for defence against a mechanized force
it is still impossible to say. It is, however, reasonable to
say that an army forced to fall back, but in good order,
and with an energetic engineer arm, should be able to slow
down the movement of ordinary wheeled motor transport
to a rate of not more than one or two miles per day over
a belt of say twenty to thirty miles in average country. As
the general speed advance of a large force is governed largely
by its ability to get supplies forward, the speed of move-
ment of the fighting troops would be correspondingly slowed.
Tanks and other tracked vehicles are more difficult to deal
with, from the engineer's point of view, but if the retreating
force is properly armed and handled, it should not be pos-
sible for tanks to work very far ahead of their infantry
and artillery. It is, therefore, quite likely that in a campaign
such as that on the Franco-German front, rapid long-distance
movements on either side are unlikely to occur until the
resistance of one force or the other has been worn down
to a point where it becomes disorganized. The only alter-
native to this would appear to be a large-scale flanking
movement which, if successful, would take the attacker
around the flank and to the rear of the defender, thus giving
a chance of disorganizing the defence and giving an oppor-
tunity of rapid large-scale movements over the defender's
territory. This alternative is, of course, fully recognized by
both sides, as is evidenced by the persistent rumours of a
German flanking movement by way of Holland or Belgium
or Luxembourg or Switzerland, as the case may be.
Another very interesting question is one as to the endur-
ance of motor vehicles generally under war conditions, and
particularly if a really vigorous war of movement were to
occur, i.e., something similar to the earlier stages of the
Japanese invasion of China. The evidence of that cam-
paign tends to support the idea that continued large scale
movement of troops will not be practicable, because of the
exhaustion and depletion of motor-vehicles. Destruction
of roads and wastage of equipment is likely to increase at
such a rate, if the operations are in a fairly large territory,
that they will slow movements practically to a halt in a
few months.
The net impression which the foregoing rather rambling
discussion is intended to convey is that the engineer in
modern wars will construct roads and railways as in pre-
vious wars, but will use more mechanical equipment than
heretofore. He will also have more work to do because of
the great increase in motor vehicles. At the same time, the
task of repairing roads and track during an advance will
be much heavier than before, because the ability of the
engineer to destroy has likewise been greatly improved by
the use of mechanical aids. The destruction of roads by
cratering, for example, can be carried out very rapidly and
extensively, as compared with the slow and laborious
methods of the last war. We may, therefore, expect to
see long stretches of road made impassable as against
the isolated cross-road craters which war veterans will
remember.
Facilities for Inter-communication
While communications form a very important branch of
engineering in the civil community, they are no longer the
concern of the army engineer. All work of this description
is grouped under the one comprehensive head of "signals"
and signals is one of the many activities of the fighting
forces which were originally children of the engineer arm,
but which, as they grew to adult size, went off on their
own and now (sometimes) even think that they are "bigger
men than daddy." The story of these offspring of the
engineers is a familiar one to most soldiers, but there may
be no harm in repeating it briefly for the benefit of those
who have not heard it before.
The first, and the most obstreperous of the engineer
children was the artillery. This child was born a long time
ago — back in the seventeenth century or thereabouts, but
26
January, 1940 THE ENGINEERING JOURNAL
it is a historical fact that ordnance, i.e., firearms too heavy
to be carried by a man, was first used by the sappers of
those early days, and quite logically, for its job was to
break the walls of fortresses, and this was for the sappers
to do. Later, when artillery came to be used directly against
troops, and its use was consequently very much increased,
it became a separate arm. The close association between
gunners and sappers has, however, continued to this day,
and their uniforms, their colours and their badges still
retain many points of similarity.
The second offshoot of the engineers was submarine
mining. There was a time when we had special submining
units who looked after harbour defences. Then, just about
the beginning of the twentieth century, say 1904 or 1905,
it was decided that this sort of work should be
done by the navy, and the old amphibian sappers dis-
appeared, to the great regret of many, for it was an
interesting job.
Next came mechanical transport. This came into being
as a very wobbly infant about 1900, when most of the
vehicles were steam-driven lorries. The whole business was
an engineer stunt, and was looked on in those days with a
certain amount of derision by the rest of the army. How-
ever, it grew and grew, and finally, about the beginning
of the last war, it was taken over by the Army Service
Corps and the Army Ordnance Corps more or less both at
the same time. Its history since then has been fairly colour-
ful, not to say hectic in spots, but it is too long a story to
tell here. At any rate, the engineers handed it over, because
they were very busy bringing up two very new babies which
appeared almost at the same time. These were the Air
Force and the Signals. The former began as a series of
experiments with large kites, the idea being to use them
for observation purposes. Then the Wright brothers came
along, and the kite enthusiasts turned their attention to
flying machines. The sappers were mixed up in flying right
up to the beginning of the last war, and many of the earliest
pilots of the R.F.C. were engineers who had been in the
experimental sections and wanted to stick to flying. Signals
remained an engineer job right through the war, by which
time it, in its turn, had become large enough to stand on
its own feet, and the Royal Corps of Signals was formed.
These people are, actually, engineers still, for their officers
are all fully trained electrical engineers who have specialized
in communications.
And, finally, the latest child has just grown up and left
the old homestead within the past year or so. For many
years, the handling of searchlights, both on coast defences
and for anti-aircraft work, has been the job of the engineer.
Now, however, because these lights always work in con-
junction with guns, it has been decided that they should
be handled by gunners.
In case anyone should feel that the poor old Engineer
Corps must now be pretty well denuded of its family, it
might be well to point out, in conclusion, that there are
still something like two hundred separate types of engineer
units which may be required in a big war, so that there is
no lack of either numbers or variety in the sapper family.
Whether any of the remaining children will, in course of
time, again grow to the status of an independent arm or
corps, it is hard to say. At present it does not look that way.
Power Supply
The army engineer will seldom, if ever, be asked to instal
any large-scale power plants in the field, for very obvious
reasons. Nevertheless, he will probably have in operation
in the aggregate, a quite respectable horsepower in portable
and semi-portable plants operated by internal combustion
engines. In the last war, electric light in our service was a
great luxury, enjoyed only by the chosen few, and even
then, in many cases, only through the enterprise and in-
genuity of some engineer officer. Now, however, electric
power will be provided as a regular service to all higher
formations, the plants being carried in special trucks.
Provision of Materials
The obtaining of materials from natural sources, and the
manufacture of synthetic materials is, as you all know, a
very important function, indeed, of the engineer in civil
life. The mining engineer, the chemical engineer, the metal-
lurgist and the forestry engineer are all key men in our
civilization. The army engineer, on the other hand, has his
materials fed to him, for very obvious reasons, and is con-
cerned very little with their production. In other words,
he depends on his colleagues at home to do this part of the
job. There are, however, two fairly important exceptions —
the supply of timber and the supply of road metal. The
last war showed that the use of special army units for the
rapid production of lumber from the forests of Great Britain
and France, for the use of the army itself, was an excellent
idea. It conserved a lot of shipping. So the Forestry Corps
will probably appear again one of these days, if the war
becomes active, and it will be surprising if we are not called
on to furnish a lot of expert lumbermen again, as we did
the last time.
The other material — road metal — is one which obviously
must be produced more or less on the job. In the last war,
we had not realized this, and sometimes it was pretty hard
to get, so that roads got into desperate condition. This
time we are forewarned, and one of the many odd engineer
units is one for quarrying and crushing rock. Its product,
of course, will also be available for concrete making.
Water Supply
In his rôle as water provider, the army engineer again
uses practically all the methods to which we are accustomed
in civil practice. In fact, the principal development in this
function has been that civil methods are more extensively
applied than in the past, and more mechanical aids are
used. We now have a special unit designed for the drilling
of wells, for example, and portable power pumps replace
the old-time hand pumps for taking water from lakes and
streams. It may be noted, by the way, that the water
supply duty of the engineer is one of the few — perhaps the
only one — which has been lightened by the disappearance
of the horse, since horse-watering used to be the most
difficult part of the job, and called for the greater part of
the supply.
Disposal of Wastes
Sewage disposal, naturally, cannot be a very elaborate
or scientific affair with an army in the field. It is, never-
theless, a real and constant responsibility for the army
engineer, and a good deal of thought and ingenuity have
gone into the development of field methods of sanitation,
especially those for standing camps.
Camouflage
To the list of functions of the engineer in civil life, we
may add just one which is peculiar to the military engineer,
and has no counterpart in ordinary experience. That is, the
art or science of camouflage. It is a little difficult to under-
stand why this should have been laid on the doorstep of
the engineers originally, because it is compounded of a
great deal of art and a very small amount of engineering.
In conclusion, it may be said, in a very general sort of
way, that while the army engineer still has to be pretty
much a jack of all trades, the tendency is rather towards
narrowing his field of activity to what we are accustomed
to think of as the functions of the civil engineer, leaving
the mechanical and electrical sides to other specialized arms
of the service. There is also a definite trend toward the
use of more mechanical equipment, and to adopt equipment
of well-tried commercial type in many cases, rather than
to produce special military types. And, finally, the similarity
between military and civil engineering is becoming greater
as the army's demands, particularly in the main fields of
shelter and transportation, become heavier, and render the
old-time military engineering makeshifts less and less cap-
able of meeting the requirements.
THE ENGINEERING JOURNAL January, 1940
27
Abstracts of Current Literature
LOW HEAD PRODUCES HIGH CAPACITY
By George Willcock, Trollhattan, in Power, December, 1939
Abstracted by R. C. Flitton, a.m.e.i.c.
The newest and most notable of Sweden's hydro-electric
plants is the Vargon Station in which two 18,000 h.p.
Kaplan turbines operate at the extremely low head of 11.5
to 16.5 ft.
This plant is at the head of the Gotha River, where it
leaves Lake Vanern, 50 miles from the City of Gothenburg.
Below Vargôn are the Trollhattan plant, operating under
105 ft. head and Lilla Edit with a head of 21.5 ft., all owned
and operated by the Royal Board of Waterfalls of Sweden.
The turbine runners at Vargon are 26.25 ft. in dia. the
largest in the world. Were it not for the fact that a dam
had to be constructed to control flow from Lake Vânern,
this plant probably would not have been economical. Cost
of putting turbines in this dam was kept low by placing
the runners above headwater level in syphon settings,
rendering headgates unnecessary and reducing rock excava-
tion for draft tubes.
Lake Vànern, Sweden's largest and Europe's third largest
lake, with 5.5 ft. drawdown stores sufficient water to
generate 850 millions of kw.h. which is 60 per cent of the
power generated by the three plants on the Gotha River.
The regulating section of the dam is controlled from
Trollhattan plant 12 miles downstream.
Intake openings to each unit are 62.5 ft. wide by 32 ft.
high. The draft tubes are 59 ft. deep measured from the
centre of the runners and their outlets are 67.5 ft. wide
by 24.3 ft. high. Each runner has four blades of stainless
steel, which are adjusted by a governor-operated servo-
motor to an angle corresponding to head and the load on
the unit.
Crown plate and gate rings are of cast iron in segments.
Weight from above is carried down into the foundation by
twelve stay vanes. The draft tube is lined for 28 feet by
steel plate, chrome-nickel being used in the top half and
mild steel in the bottom half. Removal of runner blades is
made possible by having a segment of liner removeable.
The gates, twenty-four in number, are 10 ft. 6 in. high. One
unit has vertical gates controlled by a single servomotor,
while in the other they are at an angle and controlled by
two servomotors. Each governor has a capacity of 440,000
ft. lb.
The shafts are 34.25 in. in dia. and are guided by white-
metal bearings bolted to crown plate and having force-feed
oil lubrication. A labyrinth water seal is provided where
shaft passes through crown plate.
Control at this plant is a feature. The actuators are driven
by synchronous reaction motors receiving their current
from a synchronous generator driven from the main shaft
by the same gearing as that which drives the exciter, and
the governor oil-pressure pump. Speed changes bring about
the desired changes in gate position and blade position by
the servomotors. The flume is filled by evacuating air from
it by a large ejector, which requires about four hours. A
small ejector, actuated by a contact on the float-operated
rheostat that indicates water level in the turbine chamber,
is designed to remove air from the top of the syphon. The
use of this ejector has been found to be unnecessary as any
air collecting is carried down through with the water.
Two air valves for emptying the syphon are provided,
being held closed by governor oil pressure and can be con-
trolled from the turbine control panel. They are only
opened in emergency and empty the syphon in a few
seconds.
A mechanism which combines movement of runner blades
with that of the gates, known as a combinator, moves the
runner blades to their normal position after the turbine
Contributed abstracts of articles appear-
ing in the current technical periodicals
starts. Blade position is indicated on the control board by
signal lamps.
To stop the turbine, the gates are closed and held by a
catch, after which the combinator motor turns the runner
blades to the open position ready for starting. Operation
of the combinator motor is interlocked with the catch on
the gates to prevent incorrect operation sequence. If oil
pressure goes below a predetermined value, the blade servo-
motor supply is cut off and the gate servomotor operated
to close. Oil supply for gates is ensured in emergency by
cutting off supply to blade servomotor. If for any reason
power to actuator motors fails, the gates are automatically
locked for the load for which they are set. The protective
device at fault is indicated on the main control board and
when the fault is removed the gates are unlocked by push-
button on the control panel. For overspeed a centrifugal
switch energizes a magnet which causes the gates to close.
Should this protection fail, the unit is stopped by opening
the vacuum breaker valves, which can be relied upon to
stop the unit in emergency, as the water ceases to flow to
the unit. Another centrifugal switch opens the exciter field
circuit and when the unit is closed down by any means,
the generator circuit breaker and exciter switch open auto-
matically.
The generators, which are of the outdoor type, are of
12,000 k.v.a. capacity at 11,000 volts, one being 25 cycle and
the other 50 cycle. Their speed is 46.9 r.p.m. and therefore
their dimensions are large, being 38 ft. in diameter. The
thrust bearing capacity is 1,600,000 lb.
The Vargon plant is considered part of the Trollhattan
station and is, therefore, controlled remotely from it. Start-
ing and synchronizing is, however, done at the plant itself.
Control from Trollhattan includes operation and super-
vision of the generator breaker position; also supervisory
control of transformer-voltage-ratio regulator, two sector
regulating gates, turbine-gate opening, governor operating
range and voltage regulation setting for each unit. Meters at
Trollhattan show water level in turbine flumes, head and
tailwater levels, turbine gate opening, governor position,
voltage, frequency, kw. load and the kw.h. generated at
Vargon. Alarm signals are provided for low flume level, and
high temperature windings. Control may be transferred to
either plant. Carbon dioxide fire protection is provided in
the generators.
SUBMARINE WARFARE IN 1917 AND 1939
Engineering, October 13, 1939
In a recent issue of the French weekly periodical, Le
Journal de la Marine Marchande, Commandant Jean de
Fussy discussed submarine warfare at some length in an
article appearing under the general heading of "La Défense
des Routes Maritimes." In the belief that they will be of
interest to our readers, we give below the substance of his
remarks.
Commander de Fussy observes that the torpedoing of
the British liner Athenia, at a point some 200 miles west
of the Hebrides, less than 24 hours after the declaration
of war, points, on the one hand, to premeditation on the
part of Germany, and, on the other, to her intention to
indulge in unrestricted submarine warfare, as in 1917. As
was emphasized by Mr. Chamberlain in the House of Com-
mons, on September 13, it was manifestly impossible for
submarines, having a maximum surface speed of 15 knots,
to reach the region west of the Hebrides on September 3,
unless they had left their bases and received orders before
the declaration of war. Germany's intention to wage un-
28
January, 1940 THE ENGINEERING JOURNAL
restricted submarine warfare was proved by the facts that,
in the first place, the Athenia was a passenger liner carrying
1,400 persons, 300 of whom were Americans; secondly, that
she was proceeding from Europe to the United States, thus
rendering it extremely unlikely that her cargo included any
war material; and, thirdly, that the 1936 Convention, to
which Germany was a party, prescribed that a submarine
must call on a vessel to stop before proceeding to seize her.
The sinking of the Athenia thus constituted a more serious
crime than the torpedoing of the Lusitania, which took
place nine months after the declaration of the war in 1914,
when this vessel was proceeding to Great Britain.
Commander de Fussy contended, however, that the sub-
marine was at present infinitely less of a menace than it
was in February, 1917. At the commencement of 1917 the
enemy had between 150 and 175 submarines in service and
were constructing a further 200; whereas, on May 1 of the
present year, they possessed only seven flotillas, comprising
52 vessels, and were building 19 further ships. Furthermore,
he added, in her haste to reconstruct her submarine fleet
and to train crews, Germany had sacrificed quality to
quantity. Of the 52 vessels in service, as many as 28 were
small 250-ton units, while 16 were of 500 tons, and eight
of 740 tons. These last were the only ones capable of
undertaking long cruises; the radius of action of the others
was very limited, and, in the absence of bases or of floating
revictualling and refuelling depots, they could do little
more than cruise in the Baltic or North Sea. Further, the
250-ton submarines were armed with one small-calibre anti-
aircraft gun and three torpedo tubes only, and their maxi-
mum speed was 13 knots, on the surface, and seven knots
when submerged. Thus, from the point of view of endurance,
these vessels could not compare with the large 1,400-ton
French submarines, carrying one 100-mm. (3.9-in) gun and
12 torpedo tubes, and capable of a surface speed of upwards
of 20 knots.
During the course of the war of 1914-18, the efficiency
of the submarine as an instrument of warfare was a revela-
tion and it was only towards the end of 1917 that the Allies
were able to put into operation effective measures for the
protection of shipping. On the other hand, of all war in-
struments, the submarine had, perhaps, progressed least
during the past 20 years. It was, perhaps, less vulnerable
than formerly, but no sensational increase in its fighting
power had manifested itself. Taking dimensions into ac-
count, the speed and radius of action, on the surface and
when submerged, had remained practically the same as
they were during the last war. The submarine was still
slower, when submerged, than the slowest cargo vessel. In
striking contrast with this, the anti-submarine defence
measures introduced in 1917 had developed continuously
during the last 20 years, and, moreover, the increases in the
speed of merchant ships and in the efficiency of patrolling
aircraft had greatly augmented the difficulties of submarine
attack.
Admiral Lord Jellicoe* stated that, in September, 1916,
1,749 merchant ships had been provided with defensive
armament, and that this number had increased to 2,899
on February 22, 1917, to 3,253 on May 15, 1917, and to
3,656 at the end of December, 1917. During the period
January 1 to 25, 1917, 310 armed British merchant ships
were attacked by submarines. Of these, 236 escaped, 62
were sunk without warning by torpedo attack, and only 12
were sunk as the result of gun fire. During the same period,
302 unarmed vessels were attacked; 67 escaped, 30 were
sunk by torpedo attack without warning, and 205 were
sunk by shell fire or by bombs. These figures indicated the
importance of arming merchant ships; as, after sighting a
merchantman carrying guns an enemy submarine would
* Commander de Fussy quoted Le Péril Sous-Marin; presumably
he referred to The Crisis of the Naval War.
not, in the majority of cases, run the risk of trying shell
fire and must, therefore, submerge and endeavour to carry
out its attack by torpedo. The latter, however, was a
capricious weapon; and a submarine, which carried shells
sufficient to sink a hundred merchantmen, had at its dis-
posal a maximum of 12 torpedoes to last for the entire
cruise.
The convoy system adopted at the end of the last war
was another highly-effective means of combating the sub-
marine menace. Admiral Lord Jellicoe, in the book already
quoted, stated that the convoy system enabled 1,037,116
men to be conveyed across the Atlantic, between January 1
and November 30, 1918, the total loss of life amounting to
637, or 0.061 per cent. With the introduction of satisfactory
defence measures, the losses of enemy submarines were
high. The Germans lost 63 submarines in 1917 and 69 in
1918, or about a third of the average number of vessels
in service during each year. These results were due to the
mine barrages in the North Sea and in the Straits of Dover,
and also to the action of patrol vessels of all types, includ-
ing destroyers, trawlers and armed yachts.
To combat 170 German submarines in 1917, the Allies
had at their disposal 270 destroyers and upwards of 800
trawlers; against the 52 German submarines now in service,
their situation regarding patrol vessels was, in proportion,
much superior. Moreover, aircraft patrols would be far
more effective in combating the submarine menace than
was the case 20 years ago. Hence, it appeared that the
German submarine methods of warfare were bound to fail,
even if partial successes, such as the sinking of H.M.S.
Courageous, were sometimes secured. The submarine men-
ace, however, should not be under-estimated, nor, on the
other hand, should it be over-exaggerated. At the present
time, the German Navy did not possess sufficient vessels
to conduct an unrestricted submarine campaign. The enemy
could, however, construct these vessels fairly rapidly, hence
it was absolutely imperative that measures for the protec-
tion of mercantile fleets, similar to those so successfuly
utilized in 1917, should be adopted without delay.
COMPULSORY APPRENTICESHIP IN FRANCE
The Engineer, November 24, 1939
In May, 1938, a decree was published instituting a system
of compulsory apprenticeship which was to come into oper-
ation on January 1st, 1940. A pre-apprenticeship period
begins at schools where it is proposed to extend the leaving
age by a year, during which time boys will be given oppor-
tunities for showing their predilection and aptitude for
particular trades by working in shops. They will then be
apprenticed to those trades unless parents should give
reasons for desiring that their boys should follow other oc-
cupations. Employers are required to train a number of
apprentices representing a certain percentage of the total
number of the personnel employed, or else they can organize
the training collectively in professional schools or in other
ways. The training comprises a minimum number of hours
for technical instruction. All this entails a vast organization
all over the country which already exists in its main lines
and was not entirely completed on the outbreak of war.
Skilled workers are now needed in the metallurgical and
engineering trades more than ever before. It is not possible
to put the compulsory apprenticeship law into operation at
the beginning of next year, so far as concerns the pre-ap-
prenticeship organization, but employers in the engineering
trades must arrange for the training of the required per-
centage of apprentices either in their own works or collec-
tively from the first of January next. This temporary ar-
rangement during the war also includes the training of
specialized women workers.
THE ENGINEERING JOURNAL January, 1940
29
FIFTY-FOURTH ANNUAL GENERAL
■ TORONTO - ROY
^JudStixbcuf, and fyiiâcuj,
PROGRAMME
A. E. BERRY,
General Chairman and Chairman of the
Hotel Arrangements Committee
THURSDAY, February 8th
10.00 a.m.— Annual Meeting.
12.30 p.m. — Luncheon.
2.30 p.m. — Technical Session.
4.00 p.m. — Address of Retiring Pre-
sident.
7.30 p.m. — Banquet.
10.30 p.m. to 2.00 a.m.— Dance.
Dr. F. Cyril James, Principal of McGill University, will be the guest speaker at
the banquet on Thursday night.
FRIDAY, February 9th
9.30 a.m. — Technical Session.
12.30 p.m. — Luncheon.
2.30 p.m. — Technical Session.
Evening — Free for social gatherings
privately arranged.
O. HOLDEN,
Chairman of the Luncheons, Dinner &
Entertainment Committee
A. ROSS ROBERTSON,
Chairman of the Finance Committee
W. E. BONN,
Chairman of the Reception Committee
Special return tickets will be supplied by the railways at the rate of one and a third of the regular one-
AND PROFESSIONAL MEETING
AL YORK HOTEL ■
QeUuoMf, S and 9, 1940
PAPERS
The Economic Front by G. A. Gaherty, M.E.I.C.
Soil Mechanics at the Shand Dam by A. W. F. McQueen, M.E.I.C. and R. C.
McMordie, A.M.E.I.C
Practicable Forms for Flight Test Reporting by Elizabeth MacGill, A.M.E.I.C.
Highway Control and Safety by Angus D. Campbell, M.E.I.C.
Limit Design by C. M. Goodrich, M.E.I.C.
The Present Status of Grounding Practice with Particular Reference to Protection
Against Shock by W. P. Dobson, M.E.I.C.
Developments in Alloys During the Last Twenty Years by O. W. Ellis.
C. R. YOUNG,
Chairman of the Papers & Meetings
Committee
D. D. WHITSON,
Chairman of the Publicity Committee
SPECIAL EVENTS FOR
LADIES
Under the convenorship of Mrs. A. E.
Berry and Mrs. J. J. Spence
Thursday, a.m. — Registration.
p.m. — Afternoon Tea —
Library, Royal York
Hotel.
Friday, a.m. — Tour of T. Eaton Com-
pany, Limited, Depart-
mental Store.
noon — Luncheon, Georgian
Room at Eaton's.
p.m. — Theatre Party.
F. H. C. SEFTON,
Chairman of the Registration &
Information Committee
way fare. Necessary certificates will be mailed shortly along with a programme of the entire meeting.
^WNO IHSTrt
Go4ftme*it...
CO-OPERATION IN NOVA SCOTIA
It will be good news to members of the Institute to know
that the proposed cooperative agreement with the Associa-
tion of Professional Engineers of Nova Scotia has met
with the approval of the qualified voters, both of the
Institute and of the Association. The agreement itself was
published in the December Journal, and the result of the
Institute ballot appears elsewhere in this issue.
When a similar agreement was reached with Saskatche-
wan, it was said that it was "the first firm step toward
full co-operation between engineering bodies in Canada."
Thus this becomes the second "firm step" toward that
worthy objective. It seems only right that an early agree-
ment should have been reached with Nova Scotia, because
it was one of the provinces that long ago discussed the
subject seriously with the Institute. In 1934 a provincial
plan was underway and had made considerable progress
before it was set to one side to await the outcome of the
activities of the Consolidation Committee.
Within the last two years many engineers have worked
long and seriously over this agreement. They have seen it
approved by all committees only to be upset by legal
complications. They have gone on again with a determina-
tion that would not be beaten, to finally complete a docu-
ment that has met approval from all sides. It must be
gratifying to them to see their work finally crowned with
success, and comforting to know that they have had a
hand in bringing about such an advance in the affairs of
the profession within their province.
The chairman of the Committee on Professional Interests
reports that negotiations are underway in other provinces
as well. Local committees are discussing the matter and
doubtless will communicate with the Council committee
when some satisfactory basis has been decided upon among
themselves. Such negotiations are a hopeful sign for they
indicate that the advantages of cooperation between
engineering societies are appreciated, and are not con-
sidered as an ideal beyond the reach of the profession.
With Nova Scotia now joining Saskatchewan in this for-
ward movement, it is definite that real progress is being
made.
"GOOD APPOINTMENT"
Under the above heading the Lethbridge Herald makes
editorial comment in the appointment of P. M. Sauder,
m.e.i. c, vice-president of the Institute, to the position of
Director of Water Resources for Alberta. The editorial
goes on to say:
"Mr. Sauder has been connected with irrigation and
water development in Alberta for most of his engineering
career, and we doubt if there is any man better qualified
to step into the shoes of L. C. Charlesworth, who recently
vacated the post on superannuation He has seen
the Lethbridge Northern project grow from a dustbed
where 75,000 acres of wheat blew out of the ground in
June, 1920, to a garden spot where close to 1,000 farm
families have an assured and comfortable living."
The announcement will be well received by members of
the Institute, particularly those in the West who are more
familiar with the excellent work which has been done by
Mr. Sauder on irrigation in southern Alberta. The words of
praise and commendation appearing in all the western
papers are no more than is due him.
MODERN HISTORY
Newspapers have recently given publicity to an event
which is of unusual interest to members of the Institute,
but only within a few days of this writing have full details
been released. The culmination of a short six months of
steady effort was the first flight of the new Maple Leaf
Trainer II at Fort William on October 31, which had
been designed by Elizabeth MacGill, a.m.e.i.c, chief aero-
nautical engineer of one of Canada's leading manufacturers.
The plane was also built under her supervision and the
first flight was made with her at the instruments. This
appears to be aviation history in the making.
The "ship" has met and exceeded generous expectations.
It is believed to have reached new levels of performance
for its class, and to have brought general satisfaction to
all who have been associated with it. It is designed as a
primary training machine and beyond a doubt readily ful-
fills all the requirements.
Company officials explain that from the day Miss
MacGill began the design until the first flight was made,
exactly six months elapsed. This is a splendid achievement
and reflects great credit on the engineering organization
and on the shops as well. It appears that the men in the
plant took an unusual interest in this machine, and by
intensive effort were able to rush it to completion in spite
of a heavy production schedule on other contracts.
Miss MacGill is a graduate of Toronto in electrical en-
gineering and insists she is a "School man." She took her
master's degree at Michigan and had done additional study
in aeronautics at Massachusetts Institute of Technology.
She will deliver a paper at the Annual Meeting of the
Institute at Toronto in February, which no doubt will prove
to be an outstanding feature of the programme. A photo-
graph and a description of the plane with some performance
figures appear on the opposite page.
PAST PRESIDENTS' PRIZE
The committee, under the chairmanship of Professor
R. DeL. French, has selected the topic for the 1939-1940
competition for this prize from the subjects suggested by
the various branches. The topic, "Engineering in National
Defence," seems to be the one most appropriate to the
time, and most frequently referred to under various head-
ings in branch recommendations.
By way of a guide as to what the committee has in
mind, the following suggestions are made: the subject is
intended to cover the work of the civilian engineer, although
it is not intended to debar the military engineer from the
competition. For example, a civil engineer might write
upon transportation under war conditions, on the con-
struction and maintenance of air training centres, bar-
racks, dockyards, etc. The mechanical engineer might write
on the production of munitions, shipbuilding, aircraft con-
struction, etc. The electrical engineer might deal with the
additional demands on power and communication systems
due to wartime activities, special electrical devices such
as searchlights used on active service, etc. The mining
engineer might produce a survey of the mining industry
and the changes which take place in it under wartime
economy.
Recently the number of papers submitted for this com-
petition has been discouragingly small. Subjects selected
from year to year have varied from the technical to the
general in an endeavour to find something that would
appeal to the greatest number, but success has not crowned
the efforts. Last year not one paper was submitted, and
yet the subject was thought to be of a sufficiently general
nature to touch the work and interest of many members.
The prize is one hundred dollars in cash which of itself
should attract attention and justify an effort from several
sources. The competition closes June 30th, 1940. The com-
mittee hopes that better results will be obtained this year.
32
January, 1940 THE ENGINEERING JOURNAL
CORRESPONDENCE
L. AUSTIN WRIGHT, GENERAL SECRETARY,
E.I.C., 2050 MANSFIELD STREET, MONTREAL.
Dear Sir:
I trust you will forgive me the long delay in answering
your last letter, but my change of residence, the new duties
I have assumed, the war and future events which it is too
early to mention yet, have prevented me from doing so.
The conditions under which I write to you tonight arevery
different from those of a few months ago. The most ap-
parent differences of course, are physical: windows blacked-
out, streets unlit, gardens dug up, a big mound at the end
of it, concealing our "Anderson" shelter; people about with
gas-masks slung across the shoulder, uniforms, etc. But
there is abroad a changed atmosphere, that of a determin-
ation, of the resoluteness of a made-up mind, the satisfac-
tion of knowing where we stand. Conversations are pungent
with it, and its aroma penetrates even the most trivial
every-day act. It is a very heartening feeling, that of
knowing a people awakened from its "laisser-faire" and it
is the most catching disease. Nobody can help being proud
of Britain and France, and you can believe me, there are no
flags waving about.
Everybody does his bit. In our profession, where it is for-
bidden to volunteer, production is increased through longer
hours and increased individual efficiency. I have accepted
the direction of two large boiler contracts, and expect a
third soon. One of these boilers is the first of the reheater
type to be built by the company. It is also the largest output
and highest pressure attempted; 300,000 lb. per hr. at 1500
lb. per sq. in. The work involved is most interesting, con-
sisting in the design of the details of fabrication and in the
supervision of a couple dozen men. The experience certainly
repays for the increased responsibility.
I have also assumed the duties of a gas warden at the
works, attending lectures, rehearsals, etc., and am now
proud to advertise myself as qualified ARP worker. These
duties involve evenings and week-ends on guard on the
company's premises and consequently a scantier family
life.
Please accept my good wishes. Sincerely yours,
November 10, 1939. (Sgd.) gerald martin, ji-.e.i.c.
HOSPITALITY IN HOUSTON, TEXAS
An excellent example of fraternalism among engineers is
shown in the following letter. If any members visit Houston
it is hoped they will call at the Club and extend greetings
from the Institute.
L. Austin Wright, General Secretary,
E.I.C., 2050 Mansfield Street, Montreal, Que.
Dear Sir,
The Houston Engineers' Club extends an invitation to
the members of The Engineering Institute of Canada to
make use of its Club quarters and facilities located at 2615
Fannin Street, Houston, Texas, and to participate in the
luncheon meetings held on alternate Tuesdays at the Rice
Hotel.
The Club was organized in 1918. Its membership was
increased from 75 to approximately 700 within the period
of eight months ending June 1, 1939.
Quarters for the Club consist of a lounge and recreation
room, refreshment bar, library and reading room. A full
time secretary is in charge of the facilities which include
limited office space for engineer members of the Club, and
equipment for handling preparation and mailing of letters
and notices for the Club and other technical organizations.
The Club is making its quarters available for meetings
of local engineering and scientific groups; and local sections
of the national societies will be invited to make the Club
their official headquarters. Club activities stress co-opera-
tive effort between all branches of the profession and active
participation of the engineer in civic affairs. A placement
service is in process of organization.
We will appreciate advance information concerning pros-
pective visits to Houston of distinguished engineers so that
proper recognition may be accorded by local engineers, the
press, and public generally.
Our Club quarters are open every day in the year, and
properly identified visiting engineers will be made welcome
in true Southern style.
Yours very truly,
(Signed) Charles H. Topping,
November 1, 1939. Secretary-Treasurer.
THE MAPLE LEAF TRAINER II
The Maple Leaf Trainer II, an ab-initio or primary
trainer, was designed and built by Canadian Car & Foundry
Company, Limited, at their Fort William plant.
The aircraft is a two-seater, open cockpit, single engined
biplane, fully aerobatic in accordance with British Air
Ministry specifications — A. P. 1208.
The Maple Leaf Trainer II at Fort William, Ont.
A few of the many excellent features of this aircraft from
a training point of view are its excellent visibility on the
ground and in the air, its stability and controllability at
take-off and on landing. The take-off run is exceptionally
short and the initial rate of climb excellent. The stalling
speed is low — 45 m.p.h. with a gross load of 1,865 lbs. —
and the machine has no tendency to spin from the stall.
Specifications
Span 32 ft.
Length 22 ft. 11 in.
Engine Warner Super Scarab 145 h.p.
at sea level.
Gas Capacity Main tank, 25 Yi Imp. Gals.
(30^ U.S. Gals.).
Reserve tank, 5 Imp. Gals.
(6 U.S. Gals.).
Oil Capacity 2^ Imp. Gals. (3 U.S. Gals.).
Weight (Empty) 1,278 lb. (with metal propeller).
Weight (Gross) 1,865 lb.
Speed (Maximum) 120 m.p.h.
Speed (Cruising) 101 m.p.h.
Climb At sea level at 1,865 lb. gross
weight 840 ft. per minute.
Stalling Speed 45 m.p.h. (1,865 lb. gross
weight) .
Service Ceiling 14,400 ft.
Absolute Ceiling 16,600 ft.
Range at Cruising Speed . . 346 miles.
Performance figures obtained with 6.9 ft. metal propeller
and relate to landplane (wheels) only. The aircraft can be
fitted with either metal or wooden propeller.
THE ENGINEERING JOURNAL January, 1940
33
MEETINGS OF COUNCIL
A meeting of the Council of the Institute was held at
Headquarters on Saturday, November 25th, 1939, at nine-
thirty a.m., with Vice-President H. 0. Keay in the chair,
and thirteen other members of Council present.
Mr. Larivière reported that in accordance with Council's
instructions his committee had been investigating the
question of allowing engineers to make income tax deductions
for expenses and depreciation on their cars. The committee
had learned from the Commissioner of Income Tax that
the whole question of such exemptions was at present under
revision, and that he would be glad to receive any sugges-
tions from the Institute. After discussion, it was resolved
that Mr. Larivière be empowered to act on behalf of his
committee and submit recommendations as requested by
the Commissioner.
A report was submitted by Professor French, as chairman
of the Past-Presidents' Prize Committee, in which a number
of suggestions were made as to the desirability of changes in
the present rules for the Past-Presidents' Prize. After con-
siderable discussion it was decided that a further effort
should be made to secure papers under the present rules
before adopting alternative proposals. Council's thanks were
accorded to Professor French and his committee in recogni-
tion of the large amount of work involved in the report pre-
sented.
In presenting the monthly financial statement, which was
satisfactory, the chairman of the Finance Committee drew
attention to the beneficial results arising from the con-
tinuance of visits by the President and the General Secre-
tary to the branches of the Institute throughout Canada.
Mr. Newell was of opinion that such visits did much to
promote the well-being of the Institute.
Five resignations were accepted; one reinstatement was
effected; two Life Memberships were granted, and a number
of special cases were dealt with.
Council noted a resolution from the Edmonton Branch
expressing appreciation of the General Secretary's visits to
the western branches.
A tentative programme for the forthcoming annual
meeting was submitted by the Toronto Branch, providing
for a two-day meeting on February 8th and 9th. This draft
programme was approved.
Council considered and approved the proposed amend-
ments to the by-laws put forward by the Ontario branches,
and also accepted for submission to the annual meeting
amendments drafted by a committee in compliance with
the directions of the annual meeting to propose the elimin-
ation of the class of Associate Member.
Vice-President Dunsmore expressed the appreciation of
the Maritime branches for Council's support in the Maritime
Professional Meeting at Pictou in September last.
In response to a request from Dr. Tory, the head of the
Technical Section of the Voluntary Registration Bureau,
it was resolved that Mr. W. H. Munro be nominated as the
Institute's representative on the Advisory Committee of
that Bureau.
Council noted and approved of a resolution which had
been adopted at a joint meeting of the Association of
Professional Engineers of Alberta and the Lethbridge
Branch of the Institute stressing the need of water con-
servation in the southern portion of the province of Alberta,
and recommending to the Provincial Government of Alberta
and the Dominion Government, the immediate considera-
tion of this question.
Mr. Findlay reported that following the example of the
Toronto Branch, the Montreal Branch had held a Student
Night, at which four papers had been presented by univer-
sity students. This was noted with approval.
A number of applications were considered and the fol-
lowing elections and transfers were effected:
Elections
Member 1
Associate Member 1
Juniors 3
Affiliates 3
Students admitted 57
Transfers
Junior to Associate Member 5
Student to Associate Member 1
Student to Junior 5
The Council rose at one forty-five p.m.
A meeting of the Council of the Institute was held at
Headquarters on Saturday, December 16, 1939, at nine
thirty a.m., with Vice-President E. V. Buchanan in the
chair, and six other members of Council present.
After considering the subjects suggested by the various
branch executive committees, the Past-Presidents' Prize
Committee recommended that the subject for the year
1939-1940 should be "Engineering in National Defence."
This recommendation was approved, with the suggestion
that the committee add to the title a description of the
field intended to be covered.
The Secretary reported that Mr. Gaherty had now
received a reply to the personal letter which he had written
to the Hon. Mr. Howe asking for an expression of opinion as
to whether or not the Institute could do anything towards
assisting in the solution of the industrial problems now
before the country. Mr. Howe's reply indicated that at the
present time there was nothing that the Institute could do.
He pointed out that the situation could change very
quickly, and he thought that possibly in the spring the
Government would welcome the formation of a committee
as suggested by the Institute.
Discussion took place on the recommendation of the
Finance Committee that conditions should now be defined
under which remission of Institute fees would be granted to
members joining the Canadian Forces. Accordingly, it was
resolved that a small committee be appointed to study this
question and report to Council.
Discussion took place on possible arrangements for a
meeting of the Committee on the Training and Welfare of
the Young Engineer, after which it was decided that, if
possible, a meeting of this committee should be held in
Toronto in February at the time of the annual general
meeting.
Council approved the action of the Institute's Committee
on Professional Interests in complying with the request of the
Nova Scotia Association of Professional Engineers to send
out the Institute's ballots on the proposed agreement at the
same time as those of the Association. Council also appointed
the scrutineers to open the ballots and report the results.
Seven resignations were accepted : one Life Membership was
granted ; a number of special cases were considered, and the
names of five Members, ten Associate Members, three
Juniors, and seven Students, in arrears for three years, from
whom no response to various communications had been
received, were removed from the membership list.
A number of applications were considered and the follow-
ing elections and transfers were effected.
Elections
Members 2
Associate Members 7
Juniors 4
Affiliate 1
Students admitted 6
Transfers
Junior to Associate Member. 1
Student to Associate Member 1
Student to Junior 2
The Council rose at twelve o'clock noon.
34
January, 1940 THE ENGINEERING JOURNAL
BALLOT ON THE NOVA SCOTIA AGREEMENT
The scrutineers appointed to canvass the ballots on the
revised proposed agreement between the Institute and the
Association of Professional Engineers of Nova Scotia, have
reported as follows:
Ballot of Members of Council
Total ballots received 32
Valid ballots 30
Invalid ballots 2
Votes approving agreement 30
Ballot of Corporate Members in Nova Scotia
Total ballots received 72
Valid ballots 69
Invalid ballots 3
Votes approving agreement 66
Contrary votes 3
(Signed) HUET MASSUE, m.e.i.c.
E. A. RYAN, m.e.i.c.
JOHN G. HALL, m.e.i.c.
ELECTIONS AND TRANSFERS
At the meeting of Council held on December 16th, 1939, the follow-
ing elections and transfers were effected:
Members
Circé, Armand, b.a.sc, ce., (Ecole Polytechnique), Dean, Ecole
Polytechnique, 1430 St. Denis St., Montreal, Que.
Stairs, James Alfred, (Grad. R.M.C.), "Plasco" Regd., 389 St. Paul
St. West, Montreal, Que.
Associate Members
Augustine, William Percival, b.a.sc. (Univ. of Toronto), instructor
of mechanical drafting, Windsor Walkerville Vocational School,
Windsor, Ont.
Charnley, James (City & Guilds of London), engr., Shawinigan
Engineering Company Ltd., Montreal, Que.
Coté, Eugène, engr., Shawinigan Water & Power Company, Ltd.,
Montreal, Que.
Dowler, John B., b.a.sc. (Univ. of Toronto), ap'tice supervisor, ap-
prentice school, Ford Motor Company of Canada, Windsor, Ont.
Jones, Ernest Harold (Heriot-Watt College), res. engr., Dept. of
Highways of Ontario, North Bay, Ont.
Weaver, Ralph Crowell, B.s.(Mech-), (Tufts College), res. engr.,
Consumers Cordage Co., Dartmouth, N.S.
Yong, Mark, b.s.e. (ce.), m. s., (Univ. of Mich.), 383 Princess St.,
Kingston, Ont.
Juniors
Henry, Doward Alexander, b.a.sc (Univ. of Toronto), dftsman.,
Massey Harris Co. Ltd., Toronto, Ont.
Ronson, James Kenneth, b.a.sc. (Univ. of Toronto), engrg. dept.,
Ford Motor Company of Canada, Windsor. Ont.
Wilson, Harold Oliver, b.sc. (Queen's Univ.), dftsman., Shawinigan
Engineering Company Ltd., Montreal, Que.
Wotherspoon, Richard Bradbury, (Grad. R.M.C.), plant engr.,
Steel Company of Canada Ltd., Gananoque, Ont.
Affiliate
Ashton, Ernest, cost clerk, C.N.R., Winnipeg, Man.
Transferred from the class of Junior to that of Associate Member
D'Aoust, Joseph Gilbert, b.a.sc. (Univ. of B.C.), junior engr., Powell
River Co. Ltd., Powell River, B.C.
Transferred from the class of Student to that of Associate Member
McCabe, Russell I., B.sc (McGill Univ.), chief of studies dept.,
telephone divn., Northern Electric Co. Ltd., Montreal, Que.
Transferred from the class of Student to that of Junior
Craster, James Edmund, b.a.sc. (Univ. of B.C.), junior dftsman.,
Cons. Mining & Smelting Co., Trail, B.C.
King, Hector Irons, b.sc. (Univ. of N.B.), asst. purchasing agent,
Bathurst Power & Paper Co. Ltd., Bathurst, N.B.
Students Admitted
Dodd, Geoffrey Johnstone, Jr. (McGill Univ.), 209 Carlyle Ave., Town
of Mount Royal, Que.
Hunt, Frederick A. (Queen's Univ.), 331 Earl St., Kingston, Ont.
Main, Hardy Lawrence (Queen's Univ.), "Rosel," Dundas, Ont.
Morris, Ronald William (Univ. of Man.), 20 Lipton St., Winnipeg,
Man.
Rowan, Russell Gillespie (Queen's Univ.), 318 University Ave.,
Kingston, Ont.
Simpson, C. Norman (Queen's Univ.), 313 University Ave., Kingston,
Ont.
Obituaries
The sympathy of the Institute is extended to the relatives
of those whose passing is recorded here.
Sylvio Antoine Desmeules, a. m.e.i.c, died in the hospital
at Quebec, on October 12th. He was born at Murray Bay,
Que., on March 14th, 1878. He received his early education
at the local public schools and from 1893 up to 1900 he
was with his father, a land surveyor, in the North West
Territories on surveys and on the St. Lawrence River doing
hydrographie studies. For some years later, he was engaged
in railway engineering on location and construction work.
From 1916 to 1929 he was connected with the construction
of various projects of hydro-electric developments. For the
past ten years he had been doing some survey work and
wharf construction. Latterly he was town manager for St.
Joseph d'Alma, Que.
Mr. Desmeules joined the Canadian Society of Civil
Engineers as a Student in 1905 being transferred to Associate
Member in 1909.
William Stewart Drewry, a. m.e.i.c, died in the hospital
at Victoria, B.C., on December 2nd. He was born at Belle-
ville, Ont., on January 20th, 1859, and received his primary
education at Oswego, N.Y. In his early years, he was en-
gaged on surveys and civil engineering projects. After a
few years spent on railway construction, he became associ-
ated with T. O. Boger of Belleville in a private engineering
practice. Mr. Drewry went West in 1891 when he was sent
out by the Dominion Government to the Kootenay Lake
district, where he introduced into British Columbia the
system of map surveying by the use of photographs. About
ten years later, he was in partnership with H. T. Twigg of
Victoria, in New Denver, B.C., where they had an extensive
mineral claim and mine-surveying practice. Afterwards,
Mr. Drewry practised as surveyor and engineer in Nelson,
B.C. Some time later he was controller of water rights for
the British Columbia government and also acted for a
period as inspector of surveys. In recent years, he had
been in bad health.
Mr. Drewry joined the Canadian Society of Civil
Engineers in 1887. He had been made a life Member of the
Institute in 1918.
Arthur Edward Hodgins, m.e.i.c, died at Victoria, B.C.,
on December 18th, 1939. He was born at Toronto on
April 15th, 1861, and was educated at the Royal Military
College, Kingston, where he was graduated in 1882. At
the time of his death, he was one of the oldest surviving
graduates of the College. Upon graduation he joined the
staff of the Canadian Pacific Railway and stayed with that
firm in various capacities until 1892, when he went to
Nelson, B.C., as Public Works engineer. When the Boer
War started, he was engaged in private practice at Nelson,
B.C., and became commanding officer of the Rocky Moun-
tain Rangers from that West Kootenay city which joined
the Royal Canadian Regiment for service in South Africa
in the first contingent. He saw action at Paardeberg and
Bloemfontein and rose to the rank of Major, later becoming
officer in charge of construction of military railways in the
Transvaal and Orange Free State. Returning to Canada
after the campaign he joined the construction staff of the
old Grand Trunk Pacific Railway, retiring in 1909. In 1915
he organized and recruited the First Canadian Pioneer
Battalion, First Division, and was assistant director of
light military railways after going to France. He was
invalided home after 14 months of service.
Mr. Hodgins joined the Canadian Society of Civil
Engineers in 1887 as an Associate Member and was trans-
ferred to Member in 1904. He was made a Life Member
of the Institute in 1929.
THE ENGINEERING JOURNAL January, 1940
35
Personals
Honourable C. D. Howe, m.e.i.c, Minister of Transport
in the federal cabinet, has been given jurisdiction over the
War Supply Board, which was previously under the Minister
of Finance. This is a tribute to a prominent engineer, new
to politics when he was elected in 1935 and who has handled
heavy organizing tasks in the past four years, outstanding
among them being the establishment of the Trans-Canada
Air Lines and creation of the National Harbours Board.
R. A. C. Henry, m.e.i.c, vice-president of the Montreal
Light, Heat and Power Consolidated, has been appointed
executive assistant to the Minister of Transport at Ottawa
to help in the war effort. Mr. Henry had been connected
with the Department of Railways and Canals and with
the Canadian National Railways in various capacities until
1930 when he became vice-president and general manager
of the Beauharnois Light, Heat and Power Company. His
work has made him familiar with transportation problems
and he is recognized as an authority in the matter.
Lesslie R. Thomson, m.e.i.c, has been appointed as assist-
ant to R. A. C. Henry, m.e.i.c, in the Department of
Transport. Mr. Thomson has been a constant student of
Canada's great economic problems and he has made many
contributions to the technical literature among which are:
"The St. Lawrence Problem," and "The Canadian Railway
Problem."
G. H. Duggan, Hon. m.e.i.c, chairman of the board of
directors of the Dominion Bridge Company Limited and a
past president of the Institute, was made an honorary life
member of the Canadian Engineering Standards Associa-
tion, at an executive meeting held at Montreal last month.
One such membership is bestowed each year and the honour
was conferred on Mr. Duggan in recognition of his long
service in the Association.
Professor E. A. Allcut, m.sc, m.e.i.c, professor of mechan-
ical engineering at the University of Toronto, has been
elected a Fellow of the Royal Aeronautical Society, with
which is incorporated the Institute of Aeronautical Engin-
eers. There are only four Fellows of the Society in Canada.
Past-President Vaughan receives Honorary Membership in
A.S.M.E. from President A. G. Christie. With him is Roy V.
Wright, who read the citation?
Past-President H. H. Vaughan, m.e.i.c, was honoured
on December 6th at Philadelphia when the American Society
of Mechanical Engineers conferred an Honorary Member-
ship upon him at the time of their Annual Meeting. Mr.
Vaughan was Vice-President of the Society in 1910 and
1923, and is now one of the few living Honorary Members.
H. I. King, s.E.i.c, has accepted a position as civil engineer
with the Saguenay Power Company at Arvida, Que. Since
graduation in civil engineering from the University of New
Brunswick in 1937, he had been in the purchasing depart-
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
ment of the Bathurst Power and Paper Company Limited,
at Bathurst, N.B.
P. M. Sauder, m.e.i.c, has recently been appointed
Director of Water Resources for Alberta, succeeding L. C.
Charlesworth, m.e.i.c, who has retired. He also becomes a
member of the Provincial Irrigation Council.
In 1904 Mr. Sauder graduated from Toronto University
with a diploma in mechanical and electrical engineering.
In 1904 he joined the staff of the irrigation branch of
the Dominion department of the Interior. In 1904 and 1905
he acted as draftsman in the Regina office; 1905-06, as
assistant engineer on contour survey in southern Alberta;
1906-09, as inspection engineer; 1909-20, as chief hydro-
metric engineer in charge of hydrometric surveys of Alberta
and Saskatchewan and also acting commissioner of irriga-
tion during the temporary absences of the commissioner.
P. M. Sauder, M.E.I.C.
In 1920 he joined the staff of the Lethbridge Northern
Irrigation District, serving for three years as division en-
gineer in charge of location, design and construction of the
works in the eastern portion of the project. Later he was
assistant project manager in charge of maintenance and
repairs of the works. From 1924 until the present he has
acted as project manager and district engineer in full charge
of the operation and maintenance of the works of the project.
He received a commission as a Dominion Land Surveyor
in 1916 and passed an examination for Alberta Land Sur-
veyor in 1917.
Mr. Sauder joined the Institute in 1908 and has occupied
the positions of branch chairman, councillor and vice-
president. He has been president of the Association of
Professional Engineers of Alberta, and is now the repre-
sentative of that organization on the Dominion Council
of Professional Engineers.
He also represents the Association in the Senate of the
University of Alberta. It is expected that he will move to
Edmonton shortly.
Major G. S. Brown, a. m.e.i.c, a veteran of the First
Great War, is officer commanding the 112th Field Battery,
R.C.A., Lethbridge.
George Sandles Brown was born in Woodmancote, Sussex,
England, on March 12, 1892. He was educated at Brighton,
England, where he studied engineering. Coming to Canada
in 1910 he joined the service of the C.P.R., working on
railway construction in Alberta and British Columbia from
36
January, 1940 THE ENGINEERING JOURNAL
1911 to 1914. He enlisted with the Alberta University Com-
pany of 196th Battalion, Canadian Expeditionary Force,
and served in France with the Canadian Engineers and
railway troops from 1916-1918.
Returning to Canada, in 1919 and 1920 he was engaged
in construction of the Taber Irrigation District and upon
completion was transferred to the Lethbridge district as
assistant engineer to S. G. Porter, superintendent of opera-
tion and maintenance of the C.P.R. irrigation system.
From 1930 until the present he has been canal superin-
tendent of the system.
He was chairman of the Lethbridge branch of the Insti-
tute during the year 1928. He acted as councillor during
1929, 1936 and 1937. He has also been an active member
of the Professional Engineers of Alberta and is now a
councillor of that body. He joined the Institute in 1910.
L. C. Charlesworth, m.e.i.c, of Edmonton, has retired
from his position of chairman of the Irrigation Council of
the Province of Alberta and is now manager of the Eastern
Irrigation District. A graduate of the School of Practical
Science of Toronto in 1893 he practised in Ontario until
1903 when he became district engineer for the government
of North West Territories, with headquarters at Medicine
Hat, Alta. In 1905 he was appointed director of surveys
for the Government of Alberta and a year later acting
deputy minister and chief engineer of Public Works, a
position which he retained until 1915 when he was made
deputy minister and chief engineer of the Department.
In 1922, he took over the office of chairman of the Irrigation
Council of Alberta, from which he just retired. He has been
replaced by P. M. Sauder, m.e.i.c.
C. W. Ryan, a. m.e.i.c, along with Mrs. Ryan and their
daughter, flew up from New York to Montreal, on Novem-
ber 3rd last, to spend the week-end with M. W. Maxwell,
a. m.e.i.c, Commissioner of Development and Natural
Resources for the Canadian National Railways, and to
see the McGill-Queen's football game. Since graduation
from McGill University in 1916, Mr. Ryan has been en-
gaged on construction work with various firms in New
York. He is now president of the Ryan Contracting Cor-
poration of New York. This firm has built thirty-five
structures at the New York World's Fair, 1939, among
which are those of the Radio Corporation of America, the
State of Virginia, Pullman, Coca Cola, Heineken's Aan De
Zuiderzee and the Taffenetti's Restaurant.
M. Jacobs, m.e.i.c, has relinquished his position as chief
engineer of the Brown Company at Berlin, N.H., to join
Chas. T. Main, Inc., consulting engineers, Boston, Mass.,
and take charge of a department in pulp and paper mill
engineering. He is a graduate in civil engineering of Norwich
University, Northfield, Vt., from the class of 1912. Upon
graduation, he entered the pulp and paper field as a draughts-
man with Burgess Sulphite Fibre Co., Berlin, N.H. In 1916,
he went with H. P. Cummings Construction Company,
Ware, Mass., as construction engineer on pulp and paper
mill extensions and hydro-electric developments. He re-
tained this connection until 1920, except for a period of
ten months in 1918 when he was a lieutenant in the United
States Army. After a few years as designing engineer on
pulp and paper developments with Management Engineer-
ing and Development Company, Dayton, Ohio, Mr. Jacobs
came to Montreal in 1924 as manager and chief designing
engineer with H. S. Taylor, consulting engineer. In this
capacity he was associated with all the major developments
in the pulp and paper industry in this country, until 1935
when he became chief engineer of the Brown Company at
Berlin, N.H.
Richard Thorn, jr.E.i.c, has recently joined T. Pringle &
Son, consulting engineers of Montreal. Educated at Gresham
College, England, he served a four year apprenticeship with
Marshall & Sons & Company Limited of Gainsboro until
1929 when he came to Canada as a mechanical draughtsman
with Canadian Vickers Limited. He was later connected in
the same capacity with various firms in Montreal, including
E. A. Ryan, consulting engineer, Canadian Industries
Limited, McDougall and Friedman, consulting engineers
and W. J. Armstrong, consulting engineer.
Norman A. Eager, a. m.e.i.c, has been appointed recently
assistant sales manager with the Burlington Steel Company,
Limited, Hamilton, Ont. He received his education at
McGill University where he obtained the degree of b.sc. in
1922. He went to Cornell University and he was graduated
in 1923 with the degree of m.c.e. Upon graduation he went
with the Illinois State Highways as resident engineer and
a year later he was with the Canadian Vickers Limited in
Montreal. He then became superintendent of construction
with Church & Ross Company, contractors of Montreal.
In 1926 he joined the Shawinigan Water & Power Company
and had been engaged since in structural and development
engineering and power sales research work.
F. M. Schwieder, s.e.i.c, has accepted a position in the
designing department of the International Harvester Com-
pany at Hamilton, Ont. Since graduation, in mechanical
engineering from the University of Saskatchewan last
spring, he had been employed with the W. C. Woods Com-
pany in Toronto.
L. C. Carey, Jr., s.e.i.c, is now in the transmission de-
partment of the Hydro-Electric Power Commission of
Ontario, at Toronto. A graduate in civil engineering from
the Nova Scotia Technical College in the spring of last
year, he had been employed for the past months by the
Canadian Inspection and Testing Company Limited of
Toronto.
E. F. Brown, s.e.i.c, has resigned from the Dominion
Bridge Company Limited, Montreal, to accept a position
with the Royal Canadian Mint, at Ottawa.
S. Davis, s.e.i.c, of St. John, N.B., has obtained his m.sc.
degree in civil engineering from the Massachusetts Institute
of Technology. He had obtained his b.sc. degree from the
University of New Brunswick in 1938.
I. N. MacKay, s.e.i.c, has accepted a position with the
Mechanical Engineering Division of the National Research
Council, at Ottawa. A graduate in mechanical engineering
of the class of 1935 from McGill, he had been employed
since with the Dominion Engineering Works Limited, in
Montreal.
C. C. Cuthbertson, s.e.i.c, has recently been transferred
from the Metallurgical Laboratory in Toronto to the Alkali
Division of Canadian Industries Limited in Shawinigan
Falls. His position is now that of works chemist.
VISITORS TO HEADQUARTERS
C. W. Ryan, a.m. e. i.e., President of the Ryan Contracting
Corporation, from New York City, on November 4.
Alfred Peterson, Jr.E.i.c, of the Department of Public
Works, Rimouski, Que., on December 2.
S. Davis, s.e.i.c, of St. John, N.B., on December 13.
Dean E. P. Fetherstonhaugh, m.e.i.c, of the Faculty of
Engineering and Architecture of the University of Mani-
toba, Winnipeg, Man., on December 15.
Vice-president E. V. Buchanan, m.e.i.c, general man-
ager, Public Utilities Commission, London, Ont. ; E. Viens,
m.e.i.c, director of the Testing Laboratories, Department
of Public Works, Ottawa; E. B. Wardle, m.e.i.c, chief
engineer, Consolidated Paper Corporation Limited, Grand'-
Mère, Que., on December 16.
E. P. Muntz, m.e.i.c, of Dundas, Ont., on December 18.
L. P. Cousineau, a. m.e.i.c, of the National Electricity
Syndicate, Cadillac, Que., on December 21.
C. J. Mackenzie, m.e.i.c, Acting President of the Na-
tional Research Council, from Ottawa, on December 22.
Robert J. G. Schofield, s.e.i.c, of the Canadian Cottons,
Limited, from Hamilton, Ont., on December 23.
A. C. Davidson, jr.E.i.c, from Toronto, Ont., on Decem-
ber 27.
THE ENGINEERING JOURNAL January, 1940
37
News of the Branches
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
BORDER CITIES BRANCH
G. E. Medlar, a.m.e.i.c. -
Donald S. B. Waters, s.e.i.c.
Secretary-Treasurer
Branch Neivs Editor
The November meeting of the Border Cities Branch was
held in Chatham on November 18, 1939. During the after-
noon, from 4 to 6.30 p.m., a large number of members from
Windsor joined members from Sarnia and Chatham in an
interesting inspection tour of the plant of the Canada and
Dominion Sugar Co. in Chatham. Mr. A. W. Mclntyre of
the same company was in charge of the inspection trip and
the members observed in detail the entire process.
Beets are floated in long concrete flumes into the factory,
where they pass through a mechanical washer and emerge
clean. They are sliced then into square shaped ribbons
called cossettes. Water is then passed through a series of
cells containing the cossettes, thus soaking out the sugar
and gradually increasing in temperature to about 80 deg. C.
The spent cossettes are dried in another process and sold
as cattle feed. Impurities in the diffusion juice are removed
by adding measured quantities of milk of lime and carbon
dioxide, causing precipitates which are filtered from the
liquid. Sulphur dioxide added, liberates the lime salts and
the liquid is then concentrated by a series of low pressure
evaporators. After further filtering and sulphur gas treat-
ments, the sugar is boiled, which produces the sugar
crystals, the size of which is determined by boiling con-
ditions and the length of time of boiling. This requires the
most skillful operators in the process.
The rich brown "stuke" as it is called is gently agitated as
it is fed into the centrifugal machines where the sugar
crystals are separated and washed. After drying and cooling
the crystals are screened and packed for shipment. Each
ton of beets produces approximately 260 lb. of sugar, 80
lb. of molasses and 100 lb. of cattle feed.
At this time of the year the plant operates at full capacity,
producing about 800,000 lb. of refined beet sugar per day
and employing 400 men.
At the conclusion of the tour a dinner was enjoyed in the
Wm. Pitt Hotel, where Mr. George McCubbin acted as
chairman, assisted by Mr. T. M. S. Kingston. Mr. Mclntyre
delivered a paper accompanied by lantern slides, dealing
with the history of the beet sugar industry.
Pure sugar or sucrose as it is called by chemists, is a
compound having the formula Ci 2 H22 On and is therefore
the same whether extracted from beets, cane or any other
of the many vegetables containing it. Although it is a
compound of only three common elements, no chemist
has ever produced synthetic sugar, he said.
Sugar was unknown to the ancients except in India.
Although sugar cane flourished in Arabia, Egypt and Spain,
it did not become important until the 14th century. In
1500, the price was $53.00 a hundred in London, and even
at the beginning of the 19th century world sugar production
was less than one hundred thousand tons. Beet sugar
research was stimulated by Napoleon who was prohibiting
the import of British goods, including cane sugar. By his
edict of 1811, he appropriated one million francs for sugar
beet schools. Beets of that time produced 5 per cent sugar,
compared with 18 per cent today. By 1912, 50 per cent of
the world sugar production was beet sugar. In Canada, the
industry began in 1881 in Quebec and has grown to such
an extent that today there is a greater demand than the
available supply of beets can fulfill.
At the conclusion of his address, Mr. Mclntyre answered
many questions.
CALGARY BRANCH
F. J. Heuperman, a.m.e.i.c.
G. W. O'Neill, a.m.e.i.c. -
- Secretary Treasurer
- Branch News Editor
A general meeting of the Calgary Branch was held on
November 2, 1939, at which dinner was served through the
kindness of the Canadian Western Natural Gas Company.
The purpose of this meeting was primarily to make new
members feel at home, particularly the younger members
who joined the Branch since last spring.
The meeting was well attended, some 64 members and
one guest being present.
Through the courtesy of the Imperial Oil Co., Mr.
McRae, the guest of the evening, snowed some moving
pictures of the visit of the King and Queen to Canada and
the United States. This was followed by a talking picture
"Safari on wheels" depicting the adventures and tribula-
tions of a motor caravan on its trip through Africa from
Algiers to Nairobi.
On November 16th, 1939, a branch general meeting was
held in the Palliser Hotel attended by sixty-seven members
and guests. At this meeting Mr. D. F. Kobylnyk, one of
the younger members of our Branch presented an informa-
tive paper on Electrical Distribution in Alberta. The
lecture was illustrated by slides. He was followed by Mr.
H. B. Le Bourveau, who gave a running commentary on
colored moving pictures, made by him, during the con-
struction of the steel power line from Ghost Dam to Cal-
gary. The pictures told the entire story from the first pre-
liminary surveys to the completion of the line. A hearty
vote of thanks to both speakers was moved by Mr. T.
Schulte, which was carried with applause.
Our Branch General Meeting of November 30th, 1939,
was addressed by Major F. K. Beach, who spoke on the
timely subject Military Engineering. Mr. Beach sketched
the history of military engineering which, he said, is as old
as the armies. It has been a constantly changing profession
in the sense that its actual works have changed, but a never
changing one in so far that it has always had to invent,
adapt and devise new defenses for the army, then invent,
adapt and devise new methods of breaking down the
defenses. In addition it has always had to look after com-
munications, water supply and housing. He traced the
development of engines of war from the bow and arrow to
the present day flying fortresses. Peace time training of
military engineers, Mr. Beach stated, includes training with
the rifle and light automatic rifle; training in foot drill, and
training in internal economy to bring about team work.
Also training in the use of explosives and in rowing and
handling of boats on water.
Some slides showing the construction and use of rafts,
and the building of bridges and trenches brought the talk
to a close.
Mr. J. J. Hanna moved a hearty vote of thanks to the
speaker and after some discussion the meeting adjourned.
EDMONTON BRANCH
B. W. Pitfield, a.m.e.i.c.
J. W. PORTEOUS, Jr. E. I.C.
- Secretary-Treasurer
- Branch News Editor
At the regular meeting of the Edmonton Branch held at
the Macdonald Hotel, on December 5, the members were
entertained by a very interesting talk on The Grand
Coulee Dam. After supper, an intermission and a small
amount of business, the chairman, Mr. Garnett, introduced
Mr. H. R. Webb of the University of Alberta, who dis-
cussed the engineering problems met with in the con-
struction of the Grand Coulee Dam. Mr. Webb first out-
lined the geological data in connection with the district
and then proceeded to describe the construction work on
the dam proper and also the equipment used. Mr. Webb
has had an opportunity of seeing the dam at several stages
38
January, 1940 THE ENGINEERING JOURNAL
in its construction and being a proficient amateur photog-
rapher, he illustrated his talk well with photographs.
In conclusion a short time was taken up with the con-
sideration of the economic aspects of the, project. A great
deal of interest was shown during the discussion and the
meeting adjourned at about 10.00 p.m.
HALIFAX BRANCH
L. C. Young, a.m.e.i.c
A. G. Mahon, a.m.e.i.c.
- Secretary-Treasurer
- Branch News Editor
A reception for the President of the E. I. C. and Mrs.
H. W. McKiel was held by the Halifax Branch of the
Institute at the Nova Scotian Hotel, Saturday evening,
December 9th. Honoured guests for the occasion were the
Honourable Angus L. MacDonald, Premier of the Province
of Nova Scotia, and his Worship, Mayor Walter Mitchell,
of the City of Halifax. Approximately eighty persons
attended the function, including members and lady guests.
The reception began with a short interval before dinner
when members and guests met the President of the Institute
and his wife. Dinner was served at 7.30 with Mr. R. L.
Dunsmore presiding. Dean McKiel spoke regarding his
tour, in the interest of the Institute, throughout Western
Canada to the Pacific Coast. He outlined the activities of
the various branches of the E. I. C. and mentioned the
healthy conditions of the Institute throughout the Do-
minion. Dean McKiel then related some of his experiences
during the trip.
Following dinner the ladies retired to the lounge and the
annual meeting of the Branch was proceeded with. The
retiring chairman, Allan D. Nickerson, outlined the
activities of the Halifax Branch during the year, making
special mention of the effort which his branch has been
making to encourage young engineers to become interested
in the Institute. The finance report was read by the Secre-
tary, Mr. L. C. Young, and the other business of the meet-
ing was carried out with dispatch. Mr. Charles Scrymgeour
was elected chairman for the coming year, with Mr. S. L.
Fultz, Mr. P. A. Lovett, Mr. G. F. Bennett, Mr. F. C.
Wightman, and Mr. A. B. Blanchard, replacing the retiring
members of the executive.
After the meeting the members joined the ladies and the
remainder of the evening was given over to a Casino enter-
tainment and dancing. The Casino prizes were presented
by Mrs. McKiel and won by Mrs. A. D. Nickerson, Mrs.
S. W. Gray, Mr. W. W. Donnie, Mr. G. L. Colpitts, with
Mr. W. G. Hamilton receiving the consolation prize.
The members of the Committee who were responsible for
this function were Mr. L. C. Young, Mr. S. W. Gray and
Mr. A. G. Mahon, assisted by Mr. A. D. Nickerson, Mr.
B. H. Zwicker and Mr. Jos. Sears.
HAMILTON BRANCH
A. R. Hannafobd, a.m.e.i.c. - Secretary-Treasurer
W. E. Brown, ji-.e.i.c. - - - Branch News Editor
On December 12, 1939, in the Lecture Theatre at
McMaster University, Mr. E. C. Bacot, b.sc, addressed
the Branch on a subject entitled, Why Fire Occurs in
Industry. Mr. Bacot is resident engineer of the Factory
Mutual Fire Insurance Companies, Toronto and Boston.
His subject dealt with the general causes of fires and the
most suitable methods of preventing fire and of fighting
fires. He showed that industrial fires are in proportion to
industrial business, losses are higher when production is
greatest and there is perhaps less time for giving thought
to precautionary measures. Poor maintenance of electrical
equipment and wiring caused many fires and, on that
account, the speaker stressed the importance of good main-
tenance in all phases of industrial activity.
Dust explosions in plants could be entirely eliminated
by proper cleaning methods, said Mr. Bacot, a strong
advocate of the use of vacuum cleaning, as he enumerated
several ways in which precautionary steps could be put
into practice.
The pictures presented proved that oil and gasoline fires
could be extinguished by water when large hose spray
nozzles were used and at the same time the hose handlers
were protected by a light spray of water much like mist.
The speaker stressed the value of the sprinkler system
and the great necessity for its proper maintenance. He said
that the advice of the fire underwriters and the local fire
departments should be made welcome rather than criti-
cized.
Mr. Bacot was introduced by John R. Dunbar and a
vote of thanks was moved by Alec Love.
The usual coffee and sandwiches were served in an
adjoining room after the lecture. Attendance was sixty-two.
KINGSTON BRANCH
J. B. Baty -----
H. W. Harkness, m.e.i.c. -
- Secretary-Treasurer
- Branch News Editor
At an appropriately arranged dinner meeting, held on
the evening of November 22, at the Badminton Club, the
Kingston Branch honored Colonel Alexander Macphail,
retired Head of Civil Engineering at Queen's University,
and welcomed Dean H. W. McKiel, President, and Mr. L.
Austin Wright, General Secretary of The Engineering
Institute of Canada. The event was well attended by the
local members and a large group of Queen's engineering
students. The guest list included Dr. W. E. McNeill, Vice-
Principal of Queen's University, and Brigadier Kenneth
Stuart, Commandant of the Royal Military College. Out-
of-town members in attendance were Dr. W. L. Malcolm,
Director, School of Civil Engineering, Cornell University,
Ithaca, New York, and Mr. H. Alton Wilson of Belleville,
Ontario.
Dean McKiel presented the framed certificates signifying
the awards of the E.I.C. prizes for 1939 to Mr. Bruce G.
Mclver, Science student at Queen's University, and Lt.
G. C. Baker (in absentia), ex-cadet of the Royal Military
College.
Captain G. G. M. Carr-Harris, chairman of the Branch,
welcomed the guests and proposed a toast to the engineering
profession, introducing President McKiel.
Dean McKiel spoke of the impression which had been
left with him after his visit to the twenty-five branches of
the Institute. He pointed out that the spirit of unity and
national solidarity among the engineers of Canada is very
marked, and the ideals and conduct of the members of the
engineering profession are beyond reproach.
The President paid a high tribute to Colonel Macphail
and referred to his own college days as a student under
him. He spoke of the feeling of affection and respect enter-
tained by the large numbers of engineers in Canada who
had once studied under "Sandy." In concluding he wished
Colonel Macphail long years of happy, contented retire-
ment, but expressed the hope that even in retirement we
might continue to hear from him. He suggested that the
Kingston Branch might propose that Colonel Macphail's
name be placed on the Life Membership List of the
Institute.
Professor Ellis proposed the toast to Colonel Macphail.
He said that, as a young student, he had stood in awe of
"Sandy," in fact the word he used was "terrified." It
appears that he has in later years overcome some of this.
In a very apt and breezy manner Professor Ellis gave what
he called a "worm's eye view" of Colonel Macphail's career
at Queen's. He joined the Civil Engineering staff at Queen's
about 35 years ago and was one of a group of McGill men
who have done a great deal for the Faculty of Science at
Queen's. In the early days of the School of Mines, Pro-
fessor Macphail taught surveying, hydraulics, structural
engineering and several other subjects, but despite this load
he found time to enter into many other activities such as
music, chess, the organization of a rifle team and the
THE ENGINEERING JOURNAL January, 1940
39
formation of the Fifth Field Company in the School of
Mining, of which he was O.C. In 1910 he was elected to
the Provincial Parliament in Prince Edward Island.
At the outbreak of the last war, he enlisted and went
overseas with the First Canadian Division as Captain of
the First Field Company. He was rapidly promoted in the
field to O.C. of the Field Company and finally to C.R.E.
of the First Division. In addition to the D.S.O. awarded
for gallant work at Ypres he has the C.M.G. and the Croix
de Guerre. During this period of rapid advancement he
remained the warm friend of his old students. Professor
Ellis recounted many incidents where Colonel Macphail
trod ruthlessly over the barriers of rank to fraternize with
his old students when he met them in France.
Returning to Queen's after the war he took up his
academic duties again. During the lean years he took over
the re-organization of the O.T.C. and with his patience and
perseverance instilled new life into it. Now again we are
reaping the benefits of his efforts in a strong and efficient
corps. In later years his interests have been literary and he
has acted as editor of the Queen's Quarterly for many years.
His work at Queen's has been characterized especially by
the deep affection which has always been felt for him by
his own students inspired by his own genuine qualities
and his kindness and consideration for them.
Colonel Macphail's reply to the toast was in reminiscent
mood. He recalled his first experience with the great
inventions which have appeared during his lifetime, treat-
ing them in his inimitable manner.
Dr. W. E. McNeill, Vice-Principal of Queen's University,
then spoke of Colonel Macphail's contribution to Queen's
as being not only that of an engineer but rather the con-
tribution of a man interested in every phase of life and
learning. His activity in the University has ranged from
lectures to the Theological Faculty upon the English Bible
and editorship of the Queen's Quarterly to active service
in the militia units connected with the University.
In speaking of his experiences with the forces in France
during the Great War, Dr. McNeill reminded his hearers
of the intimate friendship which had sprung up between
Rudyard Kipling and Colonel Macphail. He had been
referred to by Kipling as the man who built bridges with
one hand and wrote poetry with the other.
Mr. Wright spoke briefly in regard to Institute affairs.
Colonel L. F. Grant, Councillor from this Branch, in a
few words expressed the appreciation of the Branch for the
visits of President McKeil and Mr. Wright.
The wives of the members of the Kingston Branch
entertained Mrs. H. W. McKiel, wife of the president of
the Institute, and Mrs. G. McKiel, Dean McKiel's mother,
of Guelph, at tea in the Faculty Players' Lounge at Queen's
University in the afternoon of November 22.
LAKEHEAD BRANCH
H. OS, A.M.E.I.C.
- Secretary-Treasurer
The regular monthly dinner meeting was held at the
Shuniah Club, Port Arthur on October 31.
J. M. Fleming, chairman of the Branch, presided. He
welcomed Mr. Dobson, a new member of this branch trans-
ferred from Montreal, and expressed his pleasure at seeing
present an out of town member, Mr. C. D. Macintosh of
Kenora. He also congratulated Miss MacGill on the success
of an aeroplane test which the General Secretary, Mr.
Wright, and some members of the branch had witnessed
during the afternoon.
Mr. L. Austin Wright, General Secretary of the Institute
and guest speaker of the evening, was introduced by S. E.
Flook. Mr. Wright commenced his address by explaining
in detail work of registration of engineers made by the
Engineering Institute for the Department of Defence. He
said that this registration was primarily undertaken for
the use of industries when the need for additional techni-
cally trained men would be required. Many expressions of
impatience by engineers registered that little or no use had
been made so far of data collected had been represented to
the Institute. Mr. Wright explained that he had been in-
formed that it would take at least nine months to a year
before any definite increase in production would be accom-
plished or before industries could be changed to wartime
production and require more experienced men to any
extent. One question the speaker said he was asked every-
where was "How is Mr. Durley ?", and he was very pleased
to inform the meeting that Mr. Durley was back from a
holiday in England which he had enjoyed very much. Mr.
Durley asked to be remembered to the Branch.
The secretary discussed the contemplated change in
Institute by-law eliminating the class of Associate Member
as favoured by the Council. This change he contended would
facilitate dealings with the Professional Associations. The
fee had been an important consideration as it was feared
that if a straight increase of $2.00 for Associate Membership
was imposed the by-law might be defeated. It was likely
that the fee for the new membership would be worked out
on the basis of returning about the same revenue as at
present, which would mean an increase of $1.00 for present
Associate Members and a decrease of the same amount for
present Members.
The speaker gave details of broadcasting of features of
engineering work to acquaint the public with the import-
ance and extent of engineering in modern civilization. He
also mentioned that a recent issue of the Financial Post
had been published as an engineering feature in collabora-
tion with the Institute. The secretary then dealt with
problems of the Engineering Journal.
P. E. Doncaster questioned Mr. Wright regarding the
aims and growth of the A.T.E. organization and its con-
nection with the Institute. Mr. Wright replied that he
knew very little about this group excepting that it was a
trade union movement showing little growth so far and
stated that this organization had no connection with the
Institute.
Mr. J. Antonisen moved a vote of thanks to the speaker
which Mr. Bird, Sr., seconded. Twenty-three members and
guests attended.
LETHBRIDGE BRANCH
E. A. Lawrence, a.m.e.i.c. - Secretary-Treasurer
The Lethbridge Branch held a joint dinner meet-
ing with the Association of Professional Engineers of
Alberta at the Marquis Hotel on October 28, 1939. Branch
chairman A. J. Branch presided and the guests included
Senator W. A. Buchanan, Mayor D. H. Elton, Alderman
J. A. Jardine, President C. A. McMillan of the Lethbridge
Board of Trade, Philip Baker, Chairman of the Southern
Alberta Water Conservation Council, and City Manager
J. T. Watson, President of the Association of Professional
Engineers of Alberta. After dinner, community singing was
indulged in under the leadership of Bob Lawrence. Vocal
solos by R. Standen and Geo. Brown, Jr., were heartily
applauded, and instrumental music was rendered by George
Brown's Instrumental Trio.
The speaker of the evening was Major F. G. Cross,
Superintendent of Operation and Maintenance, Irrigation
Branch, Canadian Pacific Department of Natural Resources,
who spoke on The Need of Water Conservation, a sub-
ject of vital importance to southern Alberta where precipi-
tation during the growing season is somewhat less than the
evaporation. The speaker outlined the historical background
of irrigation development, and listed the water sources
available for irrigation. These streams rise in the United
States and the apportionment of the waters in them is
determined by the International Joint Commission. There
is more than enough water available in the early part of
the year but not enough for irrigation in the later part
of the summer. The United States has constructed reser-
voirs to conserve the spring run-off and stabilize the flow
40
January, 1940 THE ENGINEERING JOURNAL
of irrigation water throughout the season. No such steps
have been taken in Canada to date and there is danger
that the American projects will soon take all the surplus
water unless Canada constructs reservoirs to permit our
portion of the flow to be controlled and used when required.
At the conclusion of Major Cross's address the following
resolution was passed unanimously:
"Resolved: That this joint meeting of the Association
of Professional Engineers of Alberta and the Lethbridge
Branch of The Engineering Institute of Canada fully
recognizes the urgent need of water conservation in the
southern portion of the Province of Alberta, and recom-
mends to the Provincial Government of Alberta, and the
Dominion Government of Canada, the immediate consid-
eration of the creation of suitable storage reservoirs so that
the economical and agricultural stability of this area may
be maintained for future generations, and that immediate
and creative action be taken by the proper authorities;
and that a copy of this resolution be forwarded to the
Headquarters of The Engineering Institute of Canada for
suitable action and to the Premier of Alberta and the
Prime Minister of Canada for their consideration; and that
a committee of three be appointed from the Lethbridge
Branch of The Engineering Institute of Canada to assist
in all possible ways."
A hearty vote of thanks was tendered the speaker for
his very interesting address by Mayor D. H. Elton.
LONDON BRANCH
D. S. SCRYMGEOUR, A.M.E.I.C.
John R. Rostron, a.m.e.i.c.
Secretary-Treasurer
Branch News Editor
A regular meeting of the Branch was held on the 6th
December, 1939, in the Board Room of the Public Utilities
Commission at the City Hall.
This meeting was devoted to a discussion on the Training
and Welfare of the Young Engineer.
A national committee of the Institute has been set up
with the chairman of this branch as convenor.
The special topics discussed were pre-college student
guidance, engineering education, employment, and post-
graduation activities of interest to the young engineer.
The discussion was opened by the Branch chairman,
H. F. Bennett, who described in some detail the formation
of the Institute Committee and the work that they had
done in gathering information in an attempt to determine
the attitude of the Institute generally towards the problem.
The replies which have been received to the questionnaire
issued by the Committee had been very gratifying, especially
as many of the leading engineers in Canada had given
considerable attention to the subject and indicated by their
replies that they were greatly interested in the young men
entering the profession.
It was quite definitely disclosed that the Institute should
assist young men in determining their adaptability to the
engineering profession prior to their undertaking a univer-
sity course. Training of these young men prior to their
college years should be given special attention, as it is
very necessary that they should show marked ability in
mathematics, the physical sciences and in both written and
spoken English. The general opinion was that a complete
academic training is necessary for an engineering course
just as much as it is for the other professions.
The United States authorities have stated that only 30
per cent of the young men who enter the freshman year
at engineering colleges graduate within the prescribed period.
It has been found that this percentage in Canada varies
from 25 to 60 per cent. Some attention has been given to
the entrance requirements at the several universities, and
it is the opinion of the Committee and of the Institute
generally, that these should be standardized at a high level
in order to provide a cultural education to the student,
prior to his concentrating on technical subjects.
The curricula of the universities have been studied but
this is a matter for further discussion by the committee.
The relationship of the Engineering Institute generally
to the young graduate engineer should be improved, espec-
ially in the branches where junior sections are not now
operating. Study clubs have been suggested, where the
needs of the young men can be met, especially on subjects
which are not necessarily technical. This matter is receiving
further attention by the committee.
Considerable discussion followed Mr. Bennett's remarks,
among those taking part being Vice-President E. V.
Buchanan, Councillor J. A. Vance, F. G. McAllister, Vice-
Chairman of the London Board of Education, W. A.
McWilliams, Principal of the H. B. Beal Technical School,
V. A. McKillop, J. P. Carrière, and others. It was evident
from the discussion that educational authorities generally
are interested in this work which has been undertaken by
the Institute. They are definitely anxious that the several
professions would assist them in advising their students as
to their future prospects, and the move made by the
Engineering Institute meets with their whole-hearted
approval.
Included at the meeting were several high school students
who were definitely interested in the subject matter of the
discussion, and it would appear that these young men are
ready to accept advice before they decide on entering the
engineering profession.
OTTAWA BRANCH
R. K. Odell, a.m.e.i.c. -
Secretary- Treasurer
Problems relating to the carrying out of Canada's
Defence were briefly outlined in a noon luncheon address
on Thursday, December 7, by Brigadier K. Stuart, d.s.o.,
M.c., commandant Royal Military College at Kingston,
Ontario, before the Ottawa branch of The Engineering
Institute of Canada. These were divided by the speaker
into problems relating to direct defence or the defence of
interests in Canada itself and those relating to indirect
defence or the defence of Canada's outside interests.
The possibility of "hit and run" raids upon Canada's
coastal ports and shipping have to be taken into account
in planning Canada's defences, stated the speaker. By way
of example of the importance of this, altogether apart from
the successful conduct of the war, Brigadier Stuart cited
the fact that some two million people in the Canadian West
primarily depend for their livelihood upon wheat shipments
overseas, and if these are seriously interfered with these
people will be at once affected.
The probable forms and scales of attack in modern war-
fare are not immutable, stated the speaker, and the un-
expected often happens. Therefore defence operations
cannot altogether be based upon what takes place at any
one time but must provide for possible contingencies. At
no time more than the present did he consider that the
public should have a clearer understanding of this feature
of defence policy.
PETERBOROUGH BRANCH
A. L. Malby, Jr. e. i.e. - -
D. R. McGregor, s.e.i.c. -
- Secretary-Treasurer
- Branch News Editor
The Junior Section held its first discussion meeting of
the season on November 27, in the Lecture Room at the
Canadian General Electric Co.
These meetings consist of a short talk by one of the
junior members, followed by a comprehensive discussion
of the speaker's subject by everyone present. At this meet-
ing, two members spoke; Mr. E. Whiteley and Mr. F. P.
Athey, both student members and both employed in the
Engineering Department at the Canadian General Electric
Co.
Mr. Whitely spoke on Telephone Influence Factor.
He outlined the history of the question of the influence of
THE ENGINEERING JOURNAL January, 1940
41
transmission lines and power equipment on telephones and
telephone equipment, and discussed the present standards
for the maximum allowable influence. He showed how
T.I.F. — telephone influence factor — could be calculated by
applying a weighting curve to the various harmonics in
the voltage wave, and he described the circuits in the T.I.F.
meter which give this meter a response curve similar to the
weighting curve for the various harmonics.
Mr. Athey in An Engineer Speaks outlined the develop-
ments in the art and science of public speaking in recent
years. He pointed out that successful public speaking has
been reduced to a few simple formulae, which should appeal
to engineering minds; he then outlined these formulae for
several types of public speech.
Both papers were followed by considerable discussion.
SAINT JOHN BRANCH
F. L. Black, Jr. b. i.e. - Secretary-Treasurer
The opening meeting for the fall season was preceded
by a luncheon at the Admiral Beatty Hotel on Dec. 11.
Mr. H. F. Morrisey, chairman of the Branch, asked Mr.
Sidney Hogg to review the activities of the Maritime
Professional Meeting held this summer at Pictou Lodge.
Mr. Hogg, the local Councillor, gave a resume of the
Council Meeting and the Maritime Meeting which followed.
His remarks were especially interesting to those who had
not had the pleasure of attending this meeting.
The speaker for the evening was Mr. Geoffrey Stead,
and his subject was European Trip in 1938. This subject
was vividly presented as a travelogue. The speaker's refer-
ences to places in Scotland, England, and Germany, which
appear so much in the news to-day, were extremely interest-
ing and his presentation was most entertaining.
Lieutenant-Colonel H. F. Morrisey, chairman of the
Branch, presided at the monthly supper meeting of the
Saint John Branch of The Engineering Institute of Canada
in the Admiral Beatty Hotel on December 7, 1939. There
was a large attendance of members.
Among those present at the meeting was Dr. Frederick
A. Gaby, President of the Institute in 1935. Dr. Gaby was
warmly welcomed by the Branch and expressed his deep
appreciation at being able to attend.
Unless we discipline ourselves, the Government must
step in and appoint a registrar of motor vehicles with
dictatorial powers for we shall have the worst record on
the highway of any community in North America! This
was the warning note sounded by Prof. E. O. Turner,
head of the Department of Civil Engineering at the Univer-
sity of New Brunswick, in his address to the Saint John
Branch on Public Safety on the Highways.
Beneficial results attained in England and some
larger centres of the United States from the adoption
of maximum speeds for the open road and thickly settled
communities were cited by Prof. Turner in advocating
enforcement of such measures in this Province. He also
considered the scheme of compulsory insurance as another
move in the right direction.
Prof. Turner was extended a hearty vote of thanks at
the close of his address by Major W. H. Blake and Mr.
Geoffrey Stead.
TORONTO BRANCH
J. J. Spence, a.m.e.i.c. - -
D. D. Whitson, a.m.e.i.c. -
- Secretary-Treasurer
- Branch News Editor
While Diesel engines have been in use in marine and
stationary fields for a number of decades, it is only in
recent years that they have come to be extensively used
in the transportation field, either in locomotives, rail cars,
or buses and trucks, was the statement made by
J. L. Busfield, in an address on Modern Application
of Diesel Engines before the Toronto Branch of The
Engineering Institute of Canada at a meeting held at Hart
House on Thursday, Nov. 30, 1939, with Dr. A. E. Berry
in the chair.
Canada was stated to have been a pioneer in Diesel rail
car development, but had fallen a long way behind other
countries as there are still practically none but the original
pioneer units in the country. Prior to the outbreak of war,
there were nearly 4,000 Diesel rail cars in service in 33
countries of the world, of which Germany had over 700,
France nearly as many, then Italy, Argentine, Belgium,
Roumania, in numerical order, with some hundreds each,
the United States with only 60, Great Britain 50, and
Canada 29.
In the case, however, of Diesel locomotives, the United
States was a strong supporter of this type of motive power,
having nearly 500 units, out of a world total of over 2,000,
and being second only to Germany with over 1,200 loco-
motives. Great Britain had 60, and Canada 5, all but one
being in shunting service. Diesel locomotives on the Chicago
to the Coast run go the whole distance and return, a job
that on steam roads requires 4 locomotives. Most of the
Diesel locomotives are multi-engined, which makes it
possible to do a good deal of the maintenance work on
individual units during the run as all the engines will only
be used together on the steeper grades.
The development of Diesel engines, through various
phases, from heavy stationary units to light portable power
plants, was explained by Mr. Busfield. Attention was also
drawn to the important part they are playing to-day in
war activities, as they are in use under practically every
condition where power is required, be it on land, on water,
or in the air. Apart from such activities, the statement was
made, the almost sole reason for using a Diesel engine was
that of its economy of operation. In other words, it was
almost invariably selected to do a specific piece of work
because it would do that work cheaper than other available
means of power. Mr. Busfield pointed out that closely the
same efficiency was obtained from Diesel installations of
either large or small size. While in small units the Diesel
engine could compete with the cost of hydro-electric power,
such was not the case when it came to large central stations.
In installations up to 100 hp. costing $75 per hp. with 15
per cent written off for interest and depreciation, the
standby cost would be about $1 per hp. per month with the
power cost from 0.9c to 1.5c per kwh. These charges are
similar to electrical power company charges, in many cases.
The speaker commented on the effect of propaganda on
the general public, which in recent years had become Diesel
conscious. Even the small boy to-day wants his toy loco-
motive or train to be a Diesel. This has come about to a
very great extent through the spectacular development of
Diesel trains in the United States.
A large number of views of actual applications of Diesel
engines were shown, and explanations were given of the
characteristics of the various types of mechanical and
electric drives used in modern rail car and locomotive
equipment.
In connection with road transportation, the field most
suitable for Diesel power was in heavy long distance con-
stant service hauling which allowed the high initial cost of
good Diesel equipment to be balanced against mileages of
50,000 per year and upward. A Diesel truck hauling two
trailers in this type of service could show costs of two cents
per mile against a possible five cents for gasoline driven
equipment.
VANCOUVER BRANCH
T. V. Beery, a.m.e.i.c. - -
Archie Peebles, a.m.e.i.c.
- Secretary-Treasurer
- Branch News Editor
On Monday, Dec. 4, the Vancouver Branch of the Insti-
tute met jointly with the Vancouver Section of the A.I.E.E.
This is an annual feature of the programmes of these two
branches.
The speaker was Mr. J. R. Bain, District Manager,
Dominion Sound Equipment, Ltd., who presented an excel-
lent paper on Architectural Acoustics. The subject was
42
January, 1940 THE ENGINEERING JOURNAL
covered under three headings: sound conditions in various
types of rooms, the measurement of sound, and sound cor-
rection in auditoriums.
The acoustical properties of any room depend principally
on the reverberation period of sounds produced in it. This
is the time required for sounds reflected back and forth
from various surfaces in the room to diminish below the
level of audibility. The shape and nature of these surfaces
determine the average reverberation period, the length of
which should be adjusted to the volume of the room. Some
reverberation is desirable to give depth and quality, and to
maintain sufficient volume for listeners remote from the
sound source. Prolonged reverberation, however, results in
echoes which can be distinguished from the direct sound,
and are therefore objectionable. Curved surfaces of non-
absorbent materials often concentrate reflected sounds at
a focal point within the room, creating an area where
hearing conditions are particularly bad. Many instances
of this arise through building for appearance only, without
any consideration of the acoustical conditions.
Sound measurement introduces many problems, including
units of measurement, the separation of extraneous sounds,
reverberation, variable absorption, and the different types
of sound incident to speech and direct or reproduced music.
The decibel scale is commonly used to indicate sound in-
tensity. An automatic sound level recorder was demon-
strated to the audience, as the instrument used in evaluating
the acoustical properties of a room. Necessary measure-
ments also include the relative absorbency of materials
used in construction, decoration and furnishing.
A room can be so proportioned and built as to have
desirable acoustical properties, and this is the practice in
many modern theatres and broadcasting stations. Most
buildings are designed without reference to this aspect of
their use, and unsatisfactory conditions result. Remedial
treatment may consist of reshaping the walls or ceiling by
false panels which will alter the direction of reflected
sounds, thereby changing the reverberation period. Absor-
bent and non-absorbent materials may be proportioned and
disposed to alter the period of reverberation while still
maintaining quality and volume. Treatment will vary, de-
pending on the use of the room and the type of sound
involved. Amplifying systems cannot be placed at random,
but must be adjusted to the sound dispersing properties
of the room.
The address was well illustrated by about thirty lantern
slides showing in graphic form the many relationships inci-
dental to sound measurement. Two excellent sound films
were also shown, adding considerable interest and informa-
tion to the discussion. The latter were designed for class-
room use in the teaching of general science.
Mr. K. Haspel of the B.C. Telephone Co. presided over
the meeting, which was attended by about forty members
of the two societies.
VICTORIA BRANCH
Kenneth Reid, jr. e. i.e.
Secretary-Treasurer
At a general meeting of the Victoria Branch called to
receive nominations for the officers of the branch for the
ensuing year, and held on December 7, 1939, a large number
of members heard a very interesting and instructive address
delivered by Mr. F. C. Green, Surveyor General for British
Columbia, on the subject, The Use of Aerial Photography
for Mapping.
In introducing the subject Mr. Green stated that triangu-
lation was used as a basis for all photographic mapping in
British Columbia. The first attempts at photographic map-
ping were made by the late Mr. W. S. Drewry in the
Kootenay region of the province in the year 1898, Mr.
Drewry being sent out from Ottawa for the purpose. A
survey by means of photographic topography was conducted
in 1912 along the C.P. Railway property and south to the
border. Following the war the first aerial photography
efforts in B.C. were made by A. S. G. Musgrave, but the
costs of such surveys were excessive in those days. Mosaic
maps from photographs were made for mining interests,
etc., but these were not practical.
In 1930 a combination of aerial photography and ground
topography was used for mapping purposes with increasing
success and this is the method in use to-day in the province —
in fact, British Columbia was the pioneer, not only in North
America, but in the world, in this form of aerial photog-
raphy for mapping.
The speaker then entered into a technical description
of the cameras and equipment used for aerial photograph
work, the best possible lenses being used and cameras with
a fixed focal length being an essential necessity in order
to obtain a definite relationship between plate positions
and focal length. Ground photography consisted of cameras
mounted on tripods and levelled, the position and direction
being fixed by triangulation methods and the exact position
of the camera determined. This appeared at first to be a
perfect method for ground photography but ground photo-
graphs do not take in every point on rough terrain such as
is usually found in most of B.C., consequently many im-
portant points cannot be obtained. It is interesting to note
that originally the cost of ground photography in the
Kootenay region of B.C. was around $39.50 per sq. mi.
This cost was decreased considerably with experience and
improved methods.
Aerial photography was conducted from an elevation of
15,000 feet and of the vertical type. The use of oblique
photography was not extensive and was restricted to special
cases only. For the most part the province of B.C. is in
high relief. On a course traverse the course of the plane was
plotted, photographs being taken at regular intervals with
points overlapping and with triangulation control being
maintained. Vertical photographs provide little means for
determining altitude or elevation, a decided weakness in
this method of mapping. Likewise, it is practically imposs-
ible to keep a plane operating on a straight line due to
drift, etc.
In 1931 a combination of vertical and horizontal photog-
raphy was developed, a method which provided many points
that could be fixed as to location and elevation. With the
use of the stereoscope as developed during the time of the
Great War applied to aerial photographs points in relief
could be brought out from which contours could be followed
and extensive use of aerial photographs for mapping was
made possible. The present cost of aerial mapping is from
$2.00 to $6.00 per sq. mi. in B.C. and the cost of combined
aerial and ground photographic mapping by modern methods
is around $25.00 per sq. mile.
Mr. Green then dealt briefly with the three proposed
routes for Alaska highway and the possibilities for aerial
mapping of these routes. He stated that some 150 miles of
the Finlay Valley route had been surveyed by the above
methods during the past year showing contours at 100 ft.
intervals for a width of about ten miles. The 400 mile
Finlay Fork route could be thusly surveyed at a cost of
around $80,000 or less than one per cent of the cost of
construction. It was not hard to convince engineers of the
economy and savings made possible by aerial surveys for
such undertakings. Likewise, the value of these surveys
was very great to forestry and mining engineers and pro-
spectors.
As a means of illustrating the address the speaker pro-
vided a stereoscope together with numerous photographs
both vertical and oblique of British Columbia terrain,
particularly of the regions mentioned in the address, and
many members availed themselves of the opportunity to
study the subject for themselves.
At the conclusion of the talk, Mr. A. S. G. Musgrave
moved a hearty vote of thanks to the speaker for his most
instructive address.
THE ENGINEERING JOURNAL January, 1940
43
Library Notes
ADDITIONS TO THE
LIBRARY
PROCEEDINGS, TRANSACTIONS, ETC.
The Institution of Mechanical Engineers:
Proceedings, Vol. 141, 1939.
The New Zealand Institution of Engin-
eers:
Proceedings, Vol. 25, 1938-39.
TECHNICAL BOOKS, ETC.
The Design of Propeller Pumps and Fans :
By M. P. O'Brien and R. G. Folsom.
University of Calif. Press, Berkeley, Calif.,
1939. 18 pp. 8]/i by 11 in. paper.
Enjine! Enjine!
By K. H. Dunshee. Home Insurance Com-
pany, New York, 1939. 63 pp. Illus. 8%
by 9 in. paper.
Forging Handbook:
By W. Naujoks and D. C. Fabel. The
American Society for Metals, Cleveland,
Ohio, 1939. 630 pp. illus. 6\i by 9\i cloth.
Refrigerating Data Book:
Vol. 1. Refrigerating Principles and
Machinery. The American Society of Re-
frigerating Engineers, New York, 1939.
527 pp. illus. tab. charts. 6}4 by 9}4 in.
cloth. $4.00 {in U.S.), $4.50 (elsewhere).
REPORTS, ETC.
American Institute of Steel Construc-
tion:
Annual Report, 1939.
American Society for Testing Materials:
Stress, Strain and Structural Damage,
H. F. Moore (Edgar Marburg Lecture,
1939).
Amos Tuck School of Administration
and Finance:
A Reading List on Business Adminis-
tration. (Dartmouth College, Hanover,
N.H.).
British Columbia, Department of Lands:
Annual report of the Lands and Survey
Branches.
Canada Department of Labour:
Investigation into an alleged combine of
wholesalers and shippers of fruits and
vegetables in western Canada. 1939.
Canada Bureau of Mines:
The Canadian Mineral Industry in 1938;
The Mining Laws of Canada.
Canada Mines and Geology Branch:
Annual report of the Explosives Division
of the Bureau of Mines for 1938; Report
of Mines and Geology Branch for 1938.
Connecticut Society of Civil Engineers:
Annual Report, 1939.
National Research Council of Canada :
Twenty-first Annual Report, 1937-1938.
Ontario Department of Mines :
Annual Report, Vol. 47, pt. 9, 1938.
Portland Cement Association:
Continuous concrete bridges.
The Smithsonian Institution:
Utilizing Heat from the Sun by C. G.
Abbot.
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
Société Française des Electriciens:
Remise de la Médaille Mascart. 1939.
The Society of Naval Architects and
Marine Engineers:
General Information Book, 1939.
South East London Technical Institute:
Foremanship by A. P. Young, 1938.
U.S. Bureau of Mines:
Practices and methods of preventing and
treating crude-oil emulsions. (Bulletin 417)
U.S. Bureau of Mines:
Physical and chemical properties of cokes
made or used in Washington; Carbonizing
properties and pétrographie composition of
sewell bed coal; Production of explosives in
the United States. (Technical Papers 597,
601, 606).
U.S. Geological Survey:
Spirit leveling in Missouri, Pt. 7, Central
Missouri, Pt. 8, West-central Missouri,
1896-1938; Spirit leveling in South Caro-
lina, Part 1, Northern South Carolina,
1896-1938; Subsurface geology and oil and
gas resources of Osage County, Oklahoma,
Pt. 2 and 3; The coal resources of McCone
County, Montana (Geological Survey Bul-
letins 890-A, 898-G, H, 900-B, C, 905).
Geology and ground-water hydrology of the
Mokelumne area, California; Surface
water supply of the United States, 1937,
Pt. 1, North Atlantic slope basins; Artesian
water levels and interference between arte-
sian wells in the vicinity of Lehi, Utah;
Ground water in the United States, a sum-
mary; Summary of records of surface
waters of Texas, 1898-1937; Surface water
supply of the United States 1938, Pt. 7,
Lower Mississippi river basin; Pt. 9,
Colorado river basin. (Water-supply Paper
780, 821, 836-C, 836-D, 850, 857, 859).
Foraminifera, diatoms, and mollusks from
test wells near Elizabeth City, North Caro-
lina; Fossil plants from the Colgate member
of the Fox Hills sandstone and adjacent
strata; Area! geology of Alaska (Profes-
sional Paper, 189-G, I, 192).
BOOK NOTES
The following notes on new books appear
here through the courtesy of the Engin-
eering Societies Library of New York. As
yet the books are not in the Institute
Library, but inquiries will be welcomed
at headquarters, or may be sent direct
to the publishers.
ABSORPTION SPECTROPHOTOMETRY
and Its Applications; Bibliography
and Abstracts, 1932 to 1938.
By 0. J . Walker. London, England, Adam
Hilger, Ltd., 1939. 68 pp., 10x6 in., linen,
apply.
A comprehensive list of references covering
the developments and applications of absorp-
tion spectrophotometry for the period 1932 to
1938. In order to facilitate the task of obtain-
ing quantitative absorption data concerning
any particular problem, the references have
been classified under various general headings
and are numbered serially. There is an author
index.
ANNUAL REVIEWS OF PETROLEUM
TECHNOLOGY
Vol. 4 (covering 1938), ed. by F. H. Garner.
London, Institute of Petroleum, 1939. 478
pp., illus., diagrs., charts, tables, 9x6 in.,
cloth, lis.
This annual compilation contains reviews
by experts of developments within 1938 in
the whole range of petroleum technology:
geology, geophysics, drilling and production,
transportation and storage, refinery opera-
tions, fuel oils, gasoline and oil engines, lubri-
cation, road materials, analysis and testing,
etc. In addition to chapter bibliographies
there is a general review of petroleum litera-
ture in 1938, and the last chapter furnishes
production and commercial statistics.
AUDELS NEW RADIOMAN'S GUIDE
By E. P. Anderson. New York, Theo.
Audel & Co., 1939. 756 pp., illus., diagrs.,
charts, tables, 7x5 in., cloth, $4-00.
This practical, comprehensive work covers
the fundamentals of sound, electricity, and
radio principles; describes broadcasting and
receiving equipment, including design, opera-
tion and maintenance details; and discusses
allied apparatus such as marine and aircraft
communication, public address systems, the
radio compass and beacons, automatic alarms,
and electronic television. Underwriters' stand-
ards, symbols, abbreviations and units are
given, and questions or problems with answers
are included in various chapters.
DIE-CASTINGS
By A. Street, London, Emmott & Co., Ltd.,
1939. 160 pp., illus., diagrs., tables, 8x5
in., cloth, 4s. 6d.
Intended particularly as a source of inform-
ation for users of die-castings, this small
volume describes briefly the methods and
materials for die-casting work. Some technical
problems are considered, the factors which
make for the best results are explained, and
a bibliography is included for those who wish
to investigate any part of the subject in more
detail.
DIESEL ENGINEERING HANDBOOK,
1939-1940, De Luxe Edition
Edited by L. H. Morrison. New York,
Diesel Publications, 1939. 940 pp., illus.,
diagrs., charts, tables, 9x6 in., cloth, $6.00.
This handbook, revised and enlarged, pro-
vides a great amount of practical up-to-date
information upon the operation and mainten-
ance of diesel engines, valuable both to the
owner and operator. The treatment is exhaus-
tive and profusely illustrated from actual
practice. Two chapters of engineering funda-
mentals are devoted to brief description of
useful general engineering terms and equip-
ment.
DRILLING AND PRODUCTION PRAC-
TICE, 1937, 1938. Two Vols.
Sponsored by the Central Committee on
Drilling and Production Practice of the
American Petroleum Institute, New York,
1938-1939. Illus., diagrs., charts, tables,
11x8 in., cloth, 1937, 446 pp. $3.00;
1938, 458 pp., $8.00.
The American Petroleum Institute annually
publishes these collections of selected papers
on drilling and production practice presented
at its meetings. The papers are divided into
four groups : drilling practice, production prac-
tice, materials, and miscellaneous. A bibliog-
raphy of district-meeting papers, following
the main text, contains abstracts and refer-
ences as to where the complete papers have
been published.
January, 1940 THE ENGINEERING JOURNAL
ELEMENTARY DESIGN OF STRUC-
TURAL STEEL AND REINFORCED
CONCRETE
By C. Kandall. 2 ed. New York, Federa-
tion of Architects, Engineers, Chemists and
Technicians, 1939. 162 pp., diagrs., charts,
tables, 8 l A x 5Y 2 in., cloth, $2.00.
This book is based upon a review course in
structural design given to students preparing
for the New York State licensing examinations
for Registered Architect and Professional
Engineer. The fundamental theories of ele-
mentary structural design, in both steel and
concrete, are briefly reviewed and illustrated
by the solution of problems, including prob-
lems from previous examinations.
FAULTS AND FAILURES IN ELEC-
TRICAL PLANT
By R. Spieser and others; translated by
E. Hunking. London, Sir Isaac Pitman
& Sons; New York, Pitman Publishing
Corp., 1939. 408 pp., Mus., diagrs., charts,
tables, 8x6 in., cloth, $10.00.
The paucity of collected information on
electrical plant troubles has inspired the trans-
lation from the German of this book on the
causes, results, cure and prevention of faults
and failures in heavy current machines, ap-
paratus and plant. The first three parts cover
installation an operational faults of electrical
machines, transformers and auxiliary appar-
atus. Part IV considers the materials em-
ployed and the troubles directly owing to
them.
LES FLUCTUATIONS ECONOMIQUES
ET L'INTERDÉPENDANCE DES
MARCHÉS
By B. Chait. Brussels, Belgium, R. Louis,
Rue Borrens 37-39, 1938. 344 PP-, diagrs.,
charts, tables, 10 x 6 in., cloth, 150 frs.
belgian; paper, 135 frs. belgian.
The author examines the subject of eco-
nomic fluctuations, establishes certain quanti-
tative criteria for the stability of price systems,
and derives a general law to explain shifts in
prices, from which he draws certain basic
conclusions with regard to our economic
mechanism. Numerous graphs accompany the
text, and a glossary of terms, a list of symbols,
and a bibliography are appended.
GREAT BRITAIN
Department of Scientific and Industrial
Research. Building Research.
Technical Paper No. 22. Studies in Rein-
forced Concrete. V. Moment Redistribution
in Reinforced Concrete, by W. H. Glanville ■
and F. G. Thomas. 52 pp., 40c.
Technical Paper No. 24- Studies in Rein-
forced Concrete. VII. The Strength of Long
Reinforced Concrete Columns in Short
Period Tests to Destruction, by F. G.
Thomas. 29 pp., 25c.
Technical Paper No. 26. The Solubility
of Cements, by F. M. Lea. 17 pp., 15c.
London, His Majesty's Stationery Office,
1939. Illus., diagrs., charts, tables, 10 x 6
in., paper (obtainable from British Library
of Information, 50 Rockfeller Plaza, New
York).
Technical Papers No. 22 and No. 24 are
concerned with the effect of inelastic deforma-
tions (creep) in reinforced concrete, and de-
scribe investigations pursued along this line,
listing the resulting data. No. 26 presents the
results of a study of methods for testing the
relative susceptibilities of various cements to
loss of lime by leaching when soft waters per-
colate through them.
HUMAN-RELATIONS MANUAL FOR
EXECUTIVES
By C. Hey el. New York and London,
McGraw-Hill Book Co., 1939. 253 pp.,
diagrs., charts, tables, 8x5 in., cloth, $2.00.
Hundreds of ideas for selecting, developing,
stimulating, safeguarding and guiding the
working force are presented in the form of
case examples of what actual companies are
doing successfully to solve their personnel
problems. Application check points, consisting
of pertinent questions on the preceding
material, accompany each chapter.
INTRODUCTION TO CHEMICAL
PHYSICS
By J. C. Slater. New York and London,
McGraw-Hill Book Co., 1939. 521 pp.,
diagrs., charts, tables, 9x6 in., cloth, $5.00.
The purpose of this book is to provide a
unified presentation of the subjects common
to both physics and chemistry, aimed espec-
ially at those who wish to obtain the maximum
knowledge of chemical physics with the mini-
mum of theory.
INTRODUCTION TO MINE SURVEYING
By W. W. Staley. Stanford University
Press, Stanford University, Calif., 1939.
275 pp., illus., diagrs., charts, tables, 8x5
in., fabrikoid, $3.50.
This first American text on mine surveying
in twenty-five years is based on extensive cor-
respondence with mine engineers in North
America, as well as on the author's personal
experience. It represents tested present-day
practice, the illustrations and examples are
of a practical nature, and the material is easily
handled in the field or the classroom.
MARINE DIESEL MANUAL
Edited by L. R. Ford; produced and dis-
tributed by Diesel Publications, 192 Lexing-
ton Ave., New York, 1939. 207 pp., illus.,
diagrs., charts, tables, 6x5 in., paper, 50c.
This brief practical manual covers the prin-
ciples, types and details of marine diesel en-
gines, including fuel systems, lubrication,
operation and maintenance instructions, aux-
iliary equipment, and electric and gear drives.
MATTER AND LIGHT, the New Physics
By L. de Broglie; translated by W. H.
Johnston. New York, W. W. Norton &
Co., 1939. 300 pp., diagrs., tables, 9x5
in., cloth, $3.50.
In this volume the distinguished French
physicist has collected a number of studies on
contemporary physics written both from the
general and the more metaphysical point of
view. The subjects include: a general survey
of contemporary physics; matter and elec-
tricity; light and radiation; wave mechanics;
philosophical studies on quantum physics;
and philosophical studies on various subjects.
Except in two chapters, the reader requires
no mathematics.
MODERN BLAST CLEANING AND
VENTILATION
By C. A. Reams. Cleveland, Ohio, Penton
Publishing Co., 1939. 213 pp., illus.,
diagrs., charts, tables, 9}/i x 6 in., cloth,
$4.00.
The whole field of blast cleaning of metallic
surfaces is surveyed from a practical view-
point. Both compressed air and centrifugal
methods are considered, including equipment,
procedures, proper conditions and protective
devices. The use of surface blasting for in-
creasing the fatigue resistance of metal is dis-
cussed, and the subjects of ventilation, main-
tenance, and selection of equipment receive
attention. Various specific types of jobs are
described and there is a list of uses for blast
cleaning equipment.
(The) RECTIFICATION OF ALTERNAT-
ING CURRENT
By H. Rissik. London, English Univer-
sities Press; Hodder & Stoughton, 1938.
219 pp., illus., diagrs., charts, tables, 9x6
in., cloth, 21s.
Fundamental circuit relations and the
general characteristics of rectifier circuits are
discussed in Part I. Part II covers the physical
principles underlying rectification phenomena,
electric discharges, boundary layers, etc. In
Part II four methods of alternating-current
rectification are described: mechanical, elec-
tron discharge, arc discharge, and by uni-
polarity of boundary layers. The book is in-
tended both for students and practising en-
gineers and has a large bibliography.
SPARKS, LIGHTNING, COSMIC RAYS,
an Anecdotal History of Electricity
By D. C. Miller. New York, Macmillan
Co., 1939. 192 pp., illus., diagrs., charts,
tables, 9x6 in., cloth, $2.50.
The nature of electricity, from the experi-
ments with amber by the Greek philosophers
to the latest phenomena of cosmic rays, is
presented by anecdotal reference to the many
significant experiments and discoveries made
by the important workers in that field. The
second section of the three comprising the
book is devoted to that versatile investigator,
Benjamin Franklin. The book embodies the
Christmas lectures for young people at the
Franklin Institute, 1937.
STOKER HANDBOOK
By H. D. Airesman. New York and Phila-
delphia, J. B. Lippincott Co., 1939. 201
pp., illus., diagrs., charts, tables, 8x5 in.,
cloth, $3.00.
This manual describes the installation, op-
eration and maintenance of domestic and
small commercial stokers in simple, practical
fashion. Both bituminous and anthracite
stokers are included, and the information
covers applications to hot-water, warm-air
and steam heating plants.
STRATEGIC MINERAL SUPPLIES
By G. A. Roush. New York and London,
McGraw-Hill Book Co., 1939. 485 pp.,
diagrs., charts, tables, 914 x 6 in., cloth,
$6.00.
This book presents a concise picture, from
both a military and general industrial view-
point, of the status of the United States with
respect to supplies of those materials of
mineral origin of which the domestic supply
is inadequate. Each of these twelve minerals,
mostly metals, is discussed in detail as to
uses, substitutes, ore reserves, sources of
supply, imports, exports, stocks, tariff and
political and commercial control, as they
affect the domestic situation.
SUPERCONDUCTIVITY
By D. Shoenberg. Cambridge, England,
University Press; New York, Macmillan
Co., 1938. Ill pp., diagrs., charts, 8% x
5]/2. in., paper, $1.75.
The phenomenon of superconductivity as
exhibited by certain metals, metallic com-
pounds, and alloys is discussed, mainly from
the point of view of recent developments. The
experimental results cited are for the purpose
of making clear the essential principles in-
volved. Each chapter has a fist of references,
as has also the appendix of numerical data.
TECHNOLOGY AND LABOR
By E. D. Smith and R. C. Nyman. New
Haven, Conn., Institute of Human Rela-
tions, Yale University Press, 1939. 222
pp., 10 x 6 in., cloth, $2.50.
This "study of the human problems of labor
saving" is based upon firsthand observations
in Southern cotton mills where the "extended
labor" system was being introduced. The diffi-
culties encountered, the ways in which they
were overcome, and the effects of the changes
in method, both temporary and lasting, are
discussed.
THE ENGINEERING JOURNAL January, 1940
45
PRELIMINARY NOTICE
of Application for Admission and for Transfer
December 29th, 1939.
The By-laws provide that the Council of the Institute shall approve,
classify and elect candidates to membership and transfer from one
grade of membership to a higher.
It is also provided that there shall be issued to all corporate members
a list of the new applicants for admission and for transfer, containing a
concise statement of the record of each applicant and the names of
his references.
In order that the Council may determine justly the eligibility of
each candidate, every member is asked to read carefully the list sub-
mitted herewith and to report promptly to the Secretary any facts
which may affect the classification and selection of any of the candi-
dates. In cases where the professional career of an applicant is known
to any member, such member is specially invited to make a definite
recommendation as to the proper classification of the candidate.*
If to your knowledge facts exist which are derogatory to the personal
reputation of any applicant, they should be promptly communicated.
Communications relating to applicants are considered by
the Council as strictly confidential.
The Council will consider the applications herein described in
February, 1940.
L. Austin Wright, General Secretary.
•The professional requirements are as follows: —
A Member shall be at least thirty-five years of age, and shall have been engaged
in tome branch of engineering for at least twelve years, which period may include
apprenticeship or pupilage in a qualified engineer's office, or a term of instruction in
a school of engineering recognized by the Council. The term of twelve years may,
at the discretion of the Council, be reduced to ten years in the case of a candidate
for election who has graduated from a school of engineering recognized by the Council.
In every case the candidate shall have held a position in which he had responsible
charge for at least five years as an engineer qualified to design, direct or report on
engineering projeots. The occupancy of a chair as a professor in a faculty of applied
science of engineering, after the candidate has attained the age of thirty years, shall
be considered as responsible charge.
An Associate Member shall be at least twenty-seven years of age, and shall have
been engaged in some branch of engineering for at least six years, which period may
include apprenticeship or pupilage in a qualified engineer's office or a term of instruc-
tion in a school of engineering recognized by the Council. In every case a candidate
for election shall have held a position of professional responsibility, in charge of work
as principal or assistant, for at least two years. The occupancy of a chair as an
assistant professor or associate professor in a faculty of applied science of engineering,
after the candidate has attained the age of twenty-seven years, shall be considered as
professional responsibility.
Every candidate who has not graduated from a school of engineering recognized
by the Council shall be required to pass an examination before a board of examiners
appointed by the Council. The candidate shall be examined on the theory and practice
of engineering, with special reference to the branch of engineering in which he has
been engaged, as set forth in Schedule C of the Rules and Regulations relating to
Examinations for Admission. He must also pass the examinations specified in Sections
9 and 10, if not already passed, or else present evidence satisfactory to the examiners
that he has attained an equivalent standard. Any or all of these examinations may
be waived at the discretion of the Council if the candidate has held a position of
professional responsibility for five or more years.
A Junior shall be at least twenty. one years of age, and shall have been engaged
in some branch of engineering for at least four years. This period may be reduced to
one year at the discretion of the Council if the candidate for election has graduated
from a school of engineering recognized by the Council. He shall not remain in the
class of Junior after he has attained the age of thirty -three years, unless in the opinion
of Council special circumstances warrant the extension of this age limit.
Every candidate who has not graduated from a school of engineering recognized
by the Council, or has not passed the examinations of the third year in such a course,
shall be required to pass an examination in engineering science as set forth in Schedule
B of the Rules and Regulations relating to Examinations for Admission. He must also
pass the examinations specified in Section 10, if not already passed, or else present
evidence satisfactory to the examiners that he has attained an equivalent standard.
A Student shall be at least seventeen years of age, and shall present a certificate
of having passed an examination equivalent to the final examination of a high school
or the matriculation of an arts or science course in a school of engineering recognized
by the Council.
He shall either be pursuing a course of instruction in a school of engineering
recognized by the Council, in which case he shall not remain in the class of student
for more than two years after graduation ; or he shall be receiving a practical training
in the profession, in which case he shall pass an examination in such of the subjects
set forth in Schedule A of the Rules and Regulations relating to Examinations for
Admission as were not included in the high school or matriculation examination
which he has already passed ; he shall not remain in the class of Student after he has
attained the age of twenty-seven years, unless in the opinion of Council special cir-
cumstances warrant the extension of this age limit.
An Affiliate shall be one who is not an engineer by profession but whose pursuits,
scientific attainment or practical experience qualify him to co-operate with engineers
in the advancement of professional knowledge.
The fact that candidates give the names of certain members as reference does
not necessarily mean that their applications are endorsed by suoh members.
FOR ADMISSION
ADLAM— ARTHUR EDWIN, of Asbestos, Que. Born at Chamberlain, Sask ,
June 22nd, 1910; Educ: B.Sc. (Civil), Univ. of Sask., 1935; Summers: 1933, engrg
office, dfting. and blueprinting; 1934, rodman, Dept. of Highways, Sask.; 1935,
Dept. of Mines, Ottawa, water resources of prairie provinces; 1936, timekpr., Dept.
of Highways, Sask.; 1937 — (4 mos.), assting. engr., Anglin-Norcross, Toronto;
(3 mos.), sales engr. of insulating materials, Brantford Roofing Co., Brantford;
(2 mos.), salesman for insulating materials, Laidlaw Lumber Co., Toronto; Oct.,'
1937, to date, asst. mining engr., i/c of surveying and mapping, Canadian Johns-
Man ville Co., Asbestos, Que.
References: C. J. Mackenzie, R. A. Spencer, G. M. Williams, A. R. Greig, W. E
Lovell.
BALES— ROBERT P., of Montreal, Que. Born at Toronto, Ont. March 29th
1915; Educ: B.A.Sc. (Chem.), Univ. of Toronto, 1938; 1933-37 (total of 3 years),
lab. asst., Dunlop Tire Company; 1938 (May-Nov.), plastic moulding investigation,
RCA Victor Co., Montreal; at present, chemical engr., Dominion Rubber Co.,
Montreal.
References: T. M. Moran, R. Ford, R. E. Loudon, R. E. Smythe, E. A. Allcut.
BEIQUE— JEAN, of 69 Courcelette St., Outremont. Que. Born at Montreal,
Aug. 29th, 1898: Educ: B.Sc. (Civil), Mass. Inst. Tech., 1921; 1922, Grad., Ecole
de Papeterie, Grenoble, France; R.P.E. of Que.; 1917-25, surveying, estimates,
valuation, constrn., supervision, etc., as asst. to Paul A. Beique, CE., A.M.E.I.C;
1923-24, dfting., testing, etc, for Newfoundland Power & Paper Co. at Shawinigan
Falls; 1925, technical adviser to Rene T. Leclerc Inc.; 1926 to date, consltg. engr.
and surveyor, surveying, expropriations, valuations, constrn., supervision, expert
evidence, consultations, as asst. to Paul A. Beique, CE., A.M.E.I.C, Montreal, Que
References: P. A. Beique, J. G. Chenevert, A. Surveyer, E. Gohier.
CARISS— CARINGTON CARYSFORT, of Brantford, Ont. Born at Liverpool,
England, June 19th, 1880; Educ: Night classes, mach. design, thermodynamics,
Woolwich Polytechnic; Member, Am. Soc.M.E.; Member of Council, Assn. Prof.
Engrs. Ont., 1929-30. 1937 to date, Lieut.-Governor's representative on same Coun-
cil; 1895-1900, ap'ticeship, Easton, Anderson & Goolden Ltd., Erith, Kent, engines,
boilers, waterworks equipment, etc.; 1903-16, dftsman. and chief dftsman., e!
Leonard & Sons, London, Ont.; with Waterous Ltd., Brantford, Ont., as follows:
1916-18, gen. estimating, followed by supervision of 4.5 shell dept.; 1918-19, super-
vision of boiler shop during constrn. large marine boilers; 1920-35, asst. chief engr.,
in charge of drawing office; 1935 to date, chief engineer.
References: H. A. Lumsden, C. B. Hamilton, Jr., I. Leonard, E. P. Muntz R
W. Angus, W. P. DobBon, F. P. Adams.
CRAIK— OLIVER STANLEY, of 25 Park Avenue, Gatineau Mills, Quebec
Born at Waterville, Que., Apr. 7th, 1894; Educ: B.Sc. (E.E.), McGill Univ., 1923;
1915-19, overseas; 1922 (summer), testing, and 1923-25, apprentice course, Canadian
Westinghouse Company, Hamilton, Ont. ; 1925-26, i/c trunk lines between exchanges,
Montreal divn., Bell Telephone Company; 1926 (Mar. -Nov.), dftsman. on elec
layout, installn. of 2 paper machines, Belgo Pulp & Paper Co., Shawinigan Falls,
Que.; 1926-27, supt. i/c of installn. of prim, substation, Gatineau Mills, Que.; for
Canadian Comstock Co., constrn. of mill; 1927-33, asst. elect'l. supt., and 1933 to
date, elect'l. supt., International Paper Company, Gatineau Mills, Quebec.
References: R. M. Prendergast, J. T. Thwaites, D. W. Callander, R. C. Silver,
C. V. Christie.
HIGGINS— ALEXANDER, of 1106 Frontenac Ave., Calgary, Alta. Born at
Ayr, Scotland, Oct. 31st, 1883; Educ: 1899-1905, Royal Technical College, Glas-
gow; Member, Am. Soc.M.E.; R.P.E. of Alta.; 1899-1904, ap'ticeship, Campbell,
Binnie & Co., Mining Engrs., Glasgow; 1904-06, night foreman, heavy naval gun
shop, Wm. Beardmore & Co., Glasgow; 1906-08, outside foreman, E. Simpson &
Co., Engrs., Scotland; 1909-10, chief power plant engr., Alberta Clay Products,
Medicine Hat, Alta.; 1910-12, chief power plant engr., Ogilvie Flour Mills, Medicine
Hat, Alta.; 1913-16, master mechanic, Chinook Coal Co., Lethbridge, Alta.; 1916-18,
instructor in mining and steam engrg., Provincial Institute of Technology, Calgary,
and Calgary Soldiers' Civil Re -establishment Centre; 1918-20, leased and operated,
Yoho Coal Mine, Rosedale, Alta.; 1920-23, mine mgr., Jewel Collieries, Wayne, Alta.;
1923-24, mine mgr., Palisade Mine, Three Hills, Alta.; 1924-26, consltg. heating engr.
in Detroit, Mich.; 1926-29, instructor in engrg. maths., 1929-32, head of mining
dept., 1932-36, supervisor of engrg. correspondence instruction, Provincial Institute
of Technology Calgary ; 1936-39, consltg. mining and mech'I. engr., Examiner Bldg.,
Calgary; at present, supervisor of engrg. correspondence instruction and night cIbbs
organization in mining centres, Provincial Institute of Technology, Calgary, Alta.
References: F. N. Rhodes, F. M. Steel, B. L. Thorne, S. J. Davies, J. B. deHart,
J. W. Young, L. Green, P. T. Bone.
ROGERS— JOHN HENRY, of 49 Yates St., St. Catharines, Ont. Born at St.
Catharines, Ont., March 23rd, 1917; Educ: B.A.Sc, Univ. of Toronto, 1939; 1937
(summer), rodman, Dept. of Highways of Ont., Grimsby; 1938 (summer), instr'man.,
St. Catharines waterworks and St. Catharines works dept.; May 1939 to date,
asst. to city engr., St. Catharines, Ont.
' References: C. R. Young, A. L. McPhail, G. F. Hanning, M. B. Atkinson, R. W
Angus, F. E. Sterns.
STIRRETT— GORDON PARK, of Vancouver, B.C. Born at Forest, Ont., June
15th, 1886; Educ: 1903-06, S.P.S., Univ. of Toronto; 1904-08, surveys, mining in
Nor. Ontario, Sask. and California; 1908-11, dftsman., transitman, reas. engr.
(constrn.), G.T.P. Ry.; 1911-16, res. engr. (constrn.), Can. Nor. Pac Ry.; 1916-19,
Overseas, Can. Engrs., Can. Rly. Troops, Capt. ; 1919-20, private practice, Van-
couver; 1920-25, asst. engr., Vancouver Harbour Commissioners; locating engr.,
C.P.R., Dept. Nat. Resources, B.C.; res. engr., B.C. Prov. Public Works Dept.,
engr., A. & L. Logging Co.; res. engr., Alouette Stave Tunnel, B.C. Electric Railway;
1925-29, asst. engr., with W. G. Swan, M.E.I.C; 1929-39, managing director, B.C.
Appraisal Co., Vancouver; Sept. 1939, works engr. (civilian), R.C.A.F., Western
Air Command; at present, inspection engr. for B.C., War Supply Board.
References: H. N. Macpherson, C. E.Webb, W. G. Swan, J. P. Mackenzie, J.
Robertson, T. V. Berry, P. H. Buchan, W. H. Powell.
TEASD ALE— JOSEPH EPHREM, of Church Road, St. Foy, Que. Born at
Shawinigan Falls, Que., Sept. 8th, 1900; Educ: Royal Can. School of Military
Engineering, studied gen. constrn., stresses, military field work, etc., 1922-23-24.
Qualified Military Foreman of Works and Bldg. Construction Estimator; 1920-24
(summers), practical work on bridge bldg., roadways, explosive demolition, laying
submarine cables, boat dock constrn., gen. mil. engrg. field work, dfting.; Mil. Diet.
No. 6, Halifax; 1925-26, res. supt., in charge of new constrn. and mtce. for Levis
forts, camp, drill hall and all military properties. Mil. Dist. No. 5, Quebec; 1927-30,
same as above, but on large scale in Quebec Mil. District and City; 1930-31, assisted
Senior Eng. Officer for designing and estimating of Valcartier Arsenal, main and
drains, in addition to duties of general foreman and estimator; 1931-36, detail
sketches, estimating and personal supervision, incl. material traffic for total recon-
strn. of Quebec Citadel and City Walls, fortifications, gates and stone bldgs., along
with work already mentioned and more intensively; 1937-38-39, cont. along same
lines, incl. mtce. of out of town mil. properties; organized supervision of small camps,
huts, alien concentration camps for 1939 mobilization: at present, military work*
estimator and gen. foreman. Warrant Officer in Royal Canadian Engineers, Quebec,
Que.
References: A. J. Kerry, W. S. Lawrence, E. D. Gray-Donald, J. B. Dunbar,
A. D. Mann, C. R. S. Stein.
(Continued on page 47)
46
January, 1940 THE ENGINEERING JOURNAL
Employment Service Bureau
SITUATIONS VACANT
ELECTRICAL ENGINEERS AND DRAFTSMEN
— Junior, 25-40 years of age. At least two years
experience in substation work. State qualifications,
age, length of experience and present location.
Apply to Box No. 1985-V.
MAN with science degree, chemistry, engineering and
practical knowledge of steam boiler plant operation.
Strong personality and progressive nature are
required to sell the technical service and product of
this company. Apply to Box No. 2003-V.
NATIONAL RESEARCH COUNCIL
VACANCIES
The National Research Council invites applications
for positions in the Radio Laboratory, Division of
Physics and Electrical Engineering. Applicants must
be British subjects. Vacancies may be applied for in
the following categories depending on the training and
experience of the applicant. These positions are tem-
porary, the term of employment depending on war
requirements. Applications of unsuccessful candidates
in any particular grade may be considered for the next
lower grade if the candidate so requests: Senior Re-
search Assistant, $1,680-82,040; Junior Research
Physicist, $2,100-82,700; Assistant Research Physicist,
$2,820-83,300; Associate Research Physicist, Gr. I.,
$3,480-$3,720; Associate Research Physicist, Gr. II.,
$3,840-$4,200. Duties — To carry out tests and mea-
surements; to design and to supervise construction of
apparatus and equipment; to standardize and calibrate
apparatus; to perform the requisite field tests of ap-
paratus and equipment. In case of the more senior
positions the candidate must have had experience in
directingmen. Qualifications — Graduation in Honours
Physics, Engineering Physics, or Electrical Engineering
from a recognized university. Post-graduate training
and experience in radio is desirable. Experience in the
design and operation of radio frequency equipment.
Experience in transmitter design and construction.
Mathematical ability in the theoretical type of cal-
culations arising from radio work. Applications and
credentials should be addressed to the Secretary-
Treasurer, National Research Council, Ottawa, and
should include a statement of name in full, age, place
of birth, marital status, race, citizenship, period of
residence in Canada, birthplace of parents, academic
degrees and honours, publications, experience, possibly
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
a recent photograph, and the names and addresses of
suitable referees. Reference may be made to previous
applications if already on file at the National Research
Council, but the material should be brought up to date.
Applications should be received as early as
possible.
SITUATIONS WANTED
CIVIL ENGINEER, grad. '29, eleven months on
construction, three months on road location, five
months in draughting office, desires position on con-
struction or would Eke to enter draughting office
with possibilities in steel and reinforced concrete
design. At present employed. Apply to Box No.
352-W.
CIVIL ENGINEER, m.a. (Cantab.). A.M.Inst.
c.E., A.M.B.i.c. Age 35. Married. Experienced general
construction, reinforced concrete, roads, hydro-
electric design and construction, surveys. Apply
to Box No. 751-W.
MECHANICAL ENGINEER, b.a.bc, a.m.e.i.c. Eight
years experience in shop practices, field erection,
draughting, design and estimating. Advanced training
in Industrial Management. Would like to work with
an industrial engineering firm or act as an assistant
to a manufacturing executive to gain further training
in industrial leadership. Married. Age 32. Apply
to Box No. 1543-W.
REFINERY ENGINEER, b.sc. (e.e.), Man. '37.
Experienced in supervising operations and mainten-
ance of small refinery. Registered provincial 3rd
class steam engineer. Executive background. Also
experience in sales and road construction. Consider
any location and reasonable offer. Available on short
notice. Applv to Box No. 1703-W.
CIVIL ENGINEER, b.sc, s.e.i.c. Married. Six
months surveying; mill site; water supply, power
line location, earthwork, drainage, topographic.
Has given field instruction in surveying. Three
months bridge maintenance, asphalt paving inspec-
tion in two provinces. Five months draughting.
Excellent references. Speaks some French and
Spanish. Will go anywhere. Available on two weeks
notice. Apply to Box No. 1860-W.
MECHANICAL ENGINEER, a.m.e.i.c. Age 37.
Married. 1st Class B.O.T. Certif. 1st Class Ontario
Stat. Engr's Certif. Thorough technical and practical
training. Specialist in maintenance and general plant
supervision, refrigeration, power plant. Available on
short notice. Box No. 1963-W.
ELECTRICAL ENGINEER, b.sc. (Alta. '36) s.e.i.c.
Age 25. Single. Two years experience in engineering
sales as power apparatus specialist and in special
products sales for leading electrical manufacturing
firm in Canada. Experience in promotion and sale
of power line hardware equipment as well as in
public address and radio broadcast equipment.
References. Location immaterial. Will go anywhere
on short notice. Apply to Box No. 2011-W.
ELECTRICAL ENGINEER, b.sc. (Manitoba '34)
a.m.e.i.c. Married, Canadian. Experience includes
year and half with British electrical firm in England
on apprenticeship course and erection work. Three
years as sales engineer of wide range of electrical
apparatus. Work included draughting and outsid*
erection of diesel driven generating equipment,
etc., also draughting and layout design. Experienced
in office routine and correspondence and can meet
public. References are available and will consider
any location. Box No. 2022-W.
CIVIL ENGINEER, b.a.sc (Tor. '34). Age 27.
Single. Two years experience with well known
firm of consulting engineers in surveying, water-
works and sewer design and construction and
municipal engineering. Three and one half years
experience in the design of mining machinery of
all kinds including sales engineering work in the
mining districts of Northern Ontario and Quebec.
Well experienced in structural and mechanical
detailing. References. Apply to Box No. 2041-W.
SALES ENGINEER, fifteen years experience in sales
and sales management, oil burners, heating, indus-
trial heavy oil burners and air conditioning equip-
ment. McGill graduate. Apply Box No. 2046-W.
PRELIMINARY NOTICE (Continued from page 46)
FOR TRANSFER FROM THE CLASS OF JUNIOR
TAPLEY— DONALD GORDON, of Calgary, Alta. Born at Pointe du Chêne,
N.B., Aug. 7th, 1911; Educ: B.Sc. (E.E.), N.S. Tech. Coll., 1934; 1929-31 (summer
work), timekpr., checker, tracing, etc.; 1934 to date, with the Can. Gen. Elec Co.
Ltd., as follows: 1934-35, test course, Toronto and Peterborough; 1935, contract
service dept.; 1935-36, switchboard design; 1936, head office sales divn., training in
air conditioning, commercial refrigeration, and electric distribution systems; Oct.,
1936, to date, designing and selling air cond. commercial refrigeration systems in
Alberta, including industrial heating, texcope drives and gen. engrg. (St. 1934, Jr.
1936)!
References: R. S. Trowsdale, R. Mackay, W. P. Copp, E. C. Williams, I. F.
McRael
FOR TRANSFER FROM THE CLASS OF STUDENT
DOUCET— JEAN, of Plessisville, Que. Born at Montreal, Feb. 10th, 1912;
Educ: B.A.Sc, CE., Ecole Polytechnique, Montreal, 1936; 1936-37, topogr.,
dftsman., instr'man., C.N.R. ; 1937, bridge dept., Prov. of Quebec, figuring structure,
slabs, estimating work; 1937 to date, designer, time study man, and since January,
1939, supt. of the Plessisville Foundry, Plessisville, Que. (St. 1935).
References: E. Gohier, A. Frigon, J. G. O'Donnell, S. A. Baulne, L. Trudel.
EAGLES— NORMAN BORDEN, of 97 Dufferin St., Moncton, N.B. Born at
Moncton, Oct. 4th, 1912; Educ: B.Sc. (E.E.), Univ. of N.B., 1935; 1935 (summer).
Flying Training Course, Camp Borden, Ont.; July, 1936 to date, asst. city elec'l.
engr., Moncton, N.B. (St. 1935).
References: A. F. Baird, J. Stephens, V. C. Blackett, T. H. Dickson, G. L. Dick-
son, E. B. Martin.
GUNNING— MERLE PERCY, of 40 Aberdeen St., St. Lambert, Que. Born at
Coverdale, N.B., Sept. 23rd, 1912; Educ: B.Eng. (E.E.), McGill Univ., 1935;
1934-35 (summers), machine shop, drawing office, pattern shop, J. & R. Weir Ltd.,
Montreal; 1935-36, demonstrator in descriptive geometry, McGill University;
1936-37, mine work, sampling, surveying, Cons. Mining & Smelting Co., Kirkland
Lake, Ont.; 1937-39, machine shop, inspection, Northern Electric Co. Ltd., Mont-
real; at present, elec. engr., engrg. dept., elect'l. distribution divn., Montreal Light
Heat & Power Cons.; (St. 1935).
References: L. A. Kenyon, S. H. Cunha, H. Milliken, R. f N. Coke, A. B. Hunt,
E. Brown, C. V. Christie.
KILLAM— FRANK RICHARD, of Edmundston, N.B. Born at Sackville, N.B.,
Aug. 1st, 1912; Educ.: B.Eng. (Mech.), McGill Univ., 1937; with the Fraser Com-
panies Limited, Edmundston, N.B., as follows: 1936 (summer), drftsman., survey-
ing, minor supervision on constrn., 1937-39, dfting.. technical supervision on con-
strn., and Feb. 1939 to date, asst. mech. mtce. supt. (St. 1937).
References: F. O. White, C. M. McKergow, H. A. Thompson.'J. E. Cade, E.
Brown.
MacKAY— IAN NORTON, of 4375 Montrose Ave., Montreal, Que. Born at
Montreal, June 23rd, 1912; Educ: B.Eng., McGill Univ., 1935; with the Dominion
Engineering Works Ltd., as follows: 1935-36, mfg. dept., 1936-37, dftsman., 1937-39,
asst. engr. and test engr., Diesel engine dept., and at present, asst. engr. (St. 1935).
References: H. G. WelBford, J. G. Notman, C. E. Herd, J. H. Ingham, E. Brown,
R. E. Jamieson.
MARTIN— HENRI MILTON, of Sault Ste. Marie, Ont. Born at Edmonton.
Alta., June 24th, 1912; Educ: B.Eng. (Chem.), McGill Univ., 1937; with the
Dominion Tar & Chemical Co. Ltd., as follows: 1931-32, asst. in research lab.;
1933-36 (summers), lab. work; 1937 to date, aest. works mgr., 1937 at Toronto,
and Nov., 1937 to date, at Sault Ste. Marie. (St. 1937).
References: J. L. Lang, H. J. Leitch, E. Brown, J. B. Phillips, C. Stenbol..
MILLER— ERROL LESLIE, of 5849 Jeanne Mance St., Montreal, Que. Born
at Ottawa, Ont., Feb. 7th, 1912; Educ: B.Eng. (Civil), McGill Univ., 1936; 1931,
stockkeeper, General Aircraft Co., Montreal; 1936 (6 mos.), Geol. Survey of Canada;
1936-39, inspr., estimator, chief sales clerk in bldg. materials dept., Canadian Johns-
Manville Co., Montreal; at present, engr. on trunk sewer work, engrg. dept., City
of Westmount. (St. 1936).
References: P. G. Delgado, F. C. Woods, C. L. Stevenson, J. Weir, R. DeL. FrenchI
MITCHELL— LAWRENCE EVERETT, of Barranca-Bermeja, Colombia, S.A.
Born at Welchpool, Campobello, N.B., May 7th, 1909; Educ: B.Sc. (Mech.), N.S.
Tech. Coll., 1932; 1930 (summer), asst. on Dom. Geol. Survey; 1931 (summer),
engrg. salesman, E. S. Stephenson & Sons Ltd., Saint John, N.B.; 1932-35, Imperial
Oil Limited, Halifax Refinery, 1932-33, dftsman., 1933, gen. refinery operations,
1934 i/c constrn. of new cracking coil; 1935-38, International Petroleum Co. Ltd.,
Talara, Peru, Refinery. 1935-36, gen. engrg., 1936-38, refinery inspr.; Aug., 1938 to
Mar., 1939, acting chief engr., and Mar., 1939 to date, chief engr., Tropical Oil
Company, Barranca-Bermeja, Colombia. (St. 1930).
References: R. L. Dunsmore, C. Scrymgeour, B. P. Rapley, F. L. West.
SCHEEN— MARCEL, of 1228 St. Hubert St., Montreal, Que. Born at Montreal
June 5th, 1912; Educ: B.A.Sc, CE., Ecole Polytechnique, Montreal, 1937; 1933-34
(summers), land surveying, Associated Engineers Ltd.; 1934 (Aug. -Oct.), hydro-
graphic surveying, Quebec Streams Commission; 1935 (summer), land surveying;
1937-39, with Lalonde & Valois, Cons. Engrs., highway surveying, location, planning,
estimating, i/c office work; June, 1939 to date, mech. and struct'l. dftsman., R. A.
Rankin & Company, Industrial Cons. Engrs., Montreal, Que. (St. 1937).
References: J. G. Papineau, C. C. Lindsay, J. P. Lalonde, A. C. Rayment.
SENKLER— EDMUND JOHN, of Sherbrooke, Que. Born at Santa Barbara,
California, Sept. 11th, 1910; Educ: B.A.Sc, Univ. of B.C., 1936; 1928-31, com-
passman, B.C. Forest Branch; 1934-36, instrumentman, B.C. Timer Cruiser; 1933-
34 and 1936-37, miner and surveyor, Britannia Mining & Smelting Co.; 1937, de-
signer, Dominion Bridge Co. Ltd., Lachine; 1937-38, sales engr., Mason Regulator
Company; 1938, sales engr. and designer, Farand & Delorme, Montreal; 1938 to
date, industrial engr., Julius Kayser & Co., Sherbrooke, Que. (St. 1938).
References: G. V. Rooney, R. M. Calvin, R. H. Findlay, C. S. Gzowski.
WATSON— HOWARD DALTON, of 23 Standish Ave., Toronto, Ont. Born at
Vancouver, B.C., Sept. 8th, 1907; Educ: B.A.Sc, Univ. of B.C., 1931; 1925-30
(summers), operating engr., gasoline and Diesel boats, B.C. Fishing & Packing Co.;
with the Linde Canadian Refrigeration Co. as follows: 1931-35, design and estimat-
ing refrigerating equipment, erection and repairs to same; 1935-39, design, estimates
and sales of refrigerating equipment, and at present, branch manager, Toronto
Office. (St. 1931).
References: H. A. Babcock, A. W. Haddow, C. J. Timleck, H. F. G. Letson,
I. S. Patterson.
THE ENGINEERING JOURNAL January, 1940
47
Industrial News
REPORTS OF THE DOMINION RUREAU
OF STATISTICS
The Mining, Metallurgical and Chemical
Branch of the Dominion Bureau of Statistics,
Department of Trade and Commerce, has
issued the following annual reports:
Non-Ferrous Smelting and Refining In-
dustry, 1938
This report includes statistics of the indus-
try, which, as defined by The Dominion Bu-
reau of Statistics, "comprises firms engaged
primarily in the smelting of non-ferrous ores
or concentrates and the refining of metals
recovered therefrom."
Primary Iron and Steel Industry, 1938
This contains statistics for the primary
iron and steel industry including all establish-
ments in Canada which are engaged chiefly
in the manufacture of (a) pig iron, (b) Ferro-
alloys, (c) steel ingots and steel castings, (d)
hot rolled iron and steel products, (e) cold
rolled and cold drawn steel bars, strips and
shapes.
Miscellaneous Metals in Canada, 1938
Metal-bearing minerals, mined in relatively
small quantities by a comparatively few
operators, have been grouped by the Domin-
ion Bureau of Statistics for consideration as
a single industry. Included with the finally
revised statistics relating to the Canadian
production of these, are notes and statistical
data pertaining to various rare or semi-rare
metals or metalliferous ores produced in other
countries. Metals or metal-bearing ores pro-
duced in Canada during 1938 and classified as
miscellaneous include — antimony, bismuth,
cadmium, mercury, molybdenite, radium and
uranium products, selenium, tellurium and
titanium ore. In addition to particulars
relating to these metals or products, the-
bulletin contains notes of a summary nature
on beryl and beryllium, lithium, magnesium,
sodium, tungsten, calcium, aluminium, tin,
iron ores, vanadium and zirconium.
Salt Industry, 1938
Statistics of Canadian salt production
show that in 1938 salt was produced in
Nova Scotia, Ontario, Manitoba and Alberta
and that Ontario contributed 388,130 short
tons or 88 per cent of the total output for
the year 1938.
Gypsum Industry, 1938
This report is divided into two sections —
Part 1, The Gypsum Mining Industry. Part 2,
The Gypsum Products Industry.
Coke and Gas Industry, 1938
Statistics of the production of coke and
gas in Canada during 1938 show that 30 coke
and gas works were operated, including 8 by-
product plants, 2 bee-hive plants and 20
retort coal and water gas plants.
OLD RELICS RECALL BEGINNINGS OF
ELECTRIC POWER INDUSTRY
The Smithsonian Institution recently ad-
ded to its treasures four time-scarred veterans
of the electric power era, fore-runners of the
modern apparatus that harnesses electricity
to its unnumbered chores.
Puny and awkward by comparison with
their streamlined counterparts of today, the
machines were presented to the United States
National Museum by the Westinghouse
Electric & Manufacturing Company as a
permanent exhibit of the early days of the
electrical industry. The Smithsonian des-
cribed the antiques as a Tesla motor, Cardew
voltmeter, a Gaulard and Gibbs transformer,
and a Shallenberger meter. Long since retired
from active work, these crude structures are
representative of the first practicable achieve-
ments in the transmission of alternating-cur-
rent electric power over long distances from a
central generating station and its application
in electric lighting and industrial uses.
The Gaulard and Gibbs transformer, no
larger than a soap box, was utilized by George
Industrial development — new products — changes
in personnel — special events — trade literature
Westinghouse as an important tool in devel-
oping the alternating-current electric system
in America. It formed the basis on which suc-
cessive generations of engineers and inventors
have developed the modern transformer.
Lucien Gaulard, a French engineer, and
John Dixon Gibbs, his English financial
backer, devised and patented this transformer,
which they called a secondary generator.
Development of the Tesla motor marked
one of the greatest advances ever made in the
use of electric power for industrial purposes.
It is a classic example of the joining of theory
and application. The principles of the rotating
magnetic field were discovered independently
by Nikola Tesla, an Austro-Hungarian, and
Galileo Ferrarris, an Italian, at about the same
time, shortly before 1888. Ferraris n athemati-
cally demonstrated the possibility of a
rotating field by use of alternating current,
but Tesla built an experimental model of an
induction motor which actually worked.
Basic patents were granted to Tesla in the
United States May 1, 1888, and Tesla himself
entered the employ of the Westinghouse
Company. At that time the motor was not at
all practical, and engineers immediately began
to make refinements on it.
The voltmeter, devised by Major P. Car-
dew in 1883, was the first instrument for
measuring the voltage on alternating current
systems. It measured the pressure of the
electric current by a system of pulleys and
the expansion of about two yards of thin wire
which was heated by the flow of current
through it.
A few years later an accident removed one
of the most serious handicaps to the extension
and use of alternating current, since it pro-
vided for the first time an accurate means for
measuring the power supplied to a customer.
Oliver B. Shallenberger, an electrical en-
gineer, saw a small spiral spring fall into the
mechanism of an arc lamp which other
engineers were adjusting. The spring landed
on the discs at the end of the main magnet of
the lamp and began rotating slowly. Shallen-
berger reasoned that the rotation was caused
by magnetic or electrical action and, as a
result of the accident which happened in
1888, within a month the engineer had in-
vented his ampere-hour meter.
Norman A. Eager, A.M.E.I.C.
Newly appointed Assistant Sales Manager of
Burlington Steel Company, Ltd., Hamilton,
Ont.
PRELIMINARY ESTIMATE OF CAN-
ADA'S MINERAL PRODUCTION, 1939
Canada's mineral production, valued at
$470,179,000, reached an all-time high in
1939, according to a report just issued by the
Mining, Metallurgical and Chemical Branch
of the Dominion Bureau of Statistics at
Ottawa. This is an increase of 6 per cent over
1938 and 3 per cent over the previous high
record of $457,359,092 established in 1937.
New output records were established for
antimony, gold, copper, zinc, nickel, cadmium,
crude petroleum, natural gas, gypsum, sul-
phur and lime. Several new gold mines
reached the production stage and the gold
productive field was widened.
Iron ore was produced on a commercial
scale for the first time in sixteen years and
considerable prospecting and development
work occurred in connection with the search
for metals and ores which have not as yet
been produced to any great extent in Canada
but are strategic for war purposes in the
manufacture of various alloys. These include
such metals as molybdenite, manganese,
mercury, and tungsten.
Several new wells were brought into pro-
duction in the Alberta petroleum field. In the
output of refined copper, nickel, lead and
zinc, Canada is now in a better position to
assist in the successful prosecution of the
war than at the outbreak of the World War in
1914. In fact, since that time, large refineries
have been established in the Dominion for
the production of the above metals.
WARM AIR CONDITIONER
With increased emphasis on quiet operation,
abundant air circulation and humidity con-
trol, General Electric has recently placed on
the market a new oil-fired warm air con-
ditioner, type LB-22. A larger and slower-
speed fan, isolated from the frame of the unit
by rubber mountings and canvas connectors,
contributes to noise reduction. Even the
motor-compressor unit is spring mounted.
Air circulation during the summer may be
provided by running the fan without operat-
ing the burner. The unit is constructed so that
at any time cooling equipment may be
installed in combination with it, providing
complete year-round air conditioning. Im-
proved humidity control, involving the avail-
ability of equipment to meet the varying re-
quirements of each installation, provides the
correct humidity in each case.
STEAM-JET VACUUM REFRIGERA-
TION UNIT
Bulletin W-207-B1, 8 pages, issued by
Worthington Pump and Machinery Corpora-
tion, Harrison, N.J., contains design inform-
ation, specifications and engineering data as
well as illustrations and descriptive drawings
of the Worthington steam-jet vacuum re-
frigeration unit.
PROFESSIONAL ENGINEERS OF
ONTARIO ANNUAL MEETING
W. P. Dobson, president of the Association
of Professional Engineers of Ontario, an-
nounces that the general meeting of the
association will be held at the Royal York
Hotel on Saturday, January 27th. During the
afternoon the engineers will meet to consider
the report of the retiring executive on the
activities of the association, and for the
transaction of general business.
This meeting will be followed by a banquet
in the Roof Garden. Mr. Dobson will preside,
and J. W. Rawlins, president-elect, will be
inducted. Guest of honor and speaker of the
evening will be Dr. R. C. Wallace, principal
of Queen's University, who will discuss "The
Engineer in Education and in Life."
48
January, 1940 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 23
FEBRUARY 1940
NUMBER 2
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050 MANSFIELD STREET - MONTREAL
CONTENTS
L. AUSTIN WRIGHT, a.m.e.i.c
Editor
N. E. D. SHEPPARD, a.m.e.i.c.
Advertising Manager
PUBLICATION COMMITTEE
A. DUPERRON, m.e.i.c, Chairman
C. K. McLEOD, a.m.e.i.c, Vice-Chairman
J. B. CHALLIES, m.e.i.c.
R. H. FINDLAY, m.e.i.c.
O. O. LEFEBVRE, m.e.i.c.
F. P. SHEARWOOD, m.e.i.c.
J. E. ST. LAURENT, m.e.i.c.
T. C. THOMPSON, a.m.e.i.c.
H. J. VENNES, a.m.e.i.c.
ADVISORY MEMBERS
OF PUBLICATION COMMITTEE
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— Entered at the Post Office, Montreal, as
Second Class Matter.
THE INSTITUTE as a body is not responsible
either for the statements made or for the
opinions expressed in the following pages.
PRACTICABLE FORMS FOR FLIGHT TEST REPORTING
Elisabeth M. G. MacGill, A.M.E.I.C 53
ENGINEERING IN TRANSPORTATION
S. W. Fairvceather ........... 61
DISCUSSION ON THE FUNDAMENTALS OF PILE FOUNDATIONS . 63
REPORT OF COUNCIL FOR THE YEAR 1939 . . . . . . 65
Treasurer's Report ...........
Finance Committee ..........
Legislation Committee ..........
Publication Committee ..........
Library and House Committee ........
Papers Committee ...........
Committee on the Training and Welfare of the Young Engineer
Committee on Professional Interests .......
Membership Committee, Board of Examiners and Education .
Committee on International Relations ......
Radio Broadcasting Committee ........
Committee on Deterioration of Concrete Structures
Prize and Medal Committees ........
Employment Service ..........
ABSTRACTS OF REPORTS FROM BRANCHES 75
MEMBERSHIP AND FINANCIAL STATEMENTS OF THE BRANCHES 78, 79
ABSTRACTS OF CURRENT LITERATURE 85
EDITORIAL COMMENT 90
Review .............
A New Era Is Inaugurated .........
The Association of Professional Engineers of Ontario
Canadian Engineering Standards Association Specifications
Correspondence ...........
Elections and Transfers .........
PERSONALS 93
Obituaries ............
Visitors to Headquarters .........
NEWS OF THE BRANCHES 95
LIBRARY NOTES 99
EMPLOYMENT SERVICE 102
PRELIMINARY NOTICE 103
THE ENGINEERING INSTITUTE OF CANADA
tP. M. SAUDER, Lethbridge, Alta.
•E. V. BUCHANAN, London, Ont.
E. A. CLEVELAND, Vancouver, B.C.
•B. E. BAYNE, Moncton, N.B.
tW. F. M. BRYCE, Ottawa, Ont.
tJ. L. BUSFIELD, Montreal, Que.
•A. L. CARRUTHERS, Victoria, B.C.
tP. E. DONCASTER, Fort William, Ont.
•A. DUPERRON, Montreal, Que.
tR. H. FINDLAY, Montreal, Que.
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tL. F. GRANT, Kingston, Ont.
J. HADDIN, Calgary, Alta.
tS. HOGG, Saint John, N.B.
TREASURER
de GASPE BEAUBIEN, Montreal, Que.
FINANCE
F. NEWELL, Chairman
J. E. ARMSTRONG
A. DUPERRON
G. A. GAHERTY
J. A. McCRORY
MEMBERS OF COUNCIL
PRESIDENT
H. W. McKIEL, Sackville, N.B.
VICE- PRESIDENTS
•H. O. KEAY, Three Rivers, Que.
PAST- PRESIDENTS
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COUNCILLORS
•O. HOLDEN, Toronto, Ont.
fT. H. JENKINS, Windsor, Ont.
tA. C. JOHNSTON, Arvida, Que.
•J. L. LANG, Sault Ste. Marie, Ont.
•A. LARIVIERE, Quebec, Que.
tA. P. LINTON, Regina, Sask.
•H. A. LUMSDEN, Hamilton, Ont.
tl. P. MacNAB, Halifax, N.S.
•W. R. MANOCK, Fort Erie North, Ont.
JH. MASSUE. Montreal, Que
tW. R. MOUNT, Edmonton, Alta.
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
tF. NEWELL, Montreal. Que.
•R. L. DUNSMORE, Dartmouth, N.S.
J. B. CHALLIES, Montreal, Que
JB. R. PERRY, Montreal, Que.
tJ. ROBERTSON, Vancouver. B.C.
tA. U. SANDERSON, Toronto, Ont.
•A. J. TAUNTON, Winnipeg, Man.
•A. P. THEUERKAUF. Sydney, N.S.
tJ. A. VANCE, Woodstock, Ont.
•H. J. VENNES, Montreal, Que.
•E. VIENS, Ottawa, Ont.
tE. B. WARDLE, Grand'Mere, Que.
•J. T. WATSON, Lethbridge, Alta.
•For 1939. tFor 1939-40. JFor 1939-40-41
SECRETARY EMERITUS
R. J. DURLEY, Montreal, Que.
STANDING COMMITTEES
LEGISLATION
A. LARIVIERE, Chairman
I. C. BARLTROP
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W. E. ANDREWES
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H. W. LEA
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BRIAN R. PERRY, Chairman
G. M. PITTS
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R. A. YAPP
PUBLICATION
A. DUPERRON, Chairman
C. K. McLEOD, Vice-Chairman
J. B. CHALLIES
R. H. FINDLAY
O. O. LEFEBVRE
F. P. SHEARWOOD
J. E. ST. LAURENT
T. C. THOMPSON
H. J. VENNES
BOARD OF EXAMINERS AND
EDUCATION
C. J. MACKENZIE, Chairman
I. M. FRASER
A. P. LINTON
W. E. LOVELL
P. C. PERRY
E. K. PHILLIPS
INTERNATIONAL RELATIONS
J. B. CHALLIES, Chairman
E. A. ALLCUT
R. W. ANGUS
C. CAMSELL
J. M. R. FAIRBAIRN
O. O. LEFEBVRE
M. J. McHENRY
H. H. VAUGHAN
RADIO BROADCASTING
FRASER S. KEITH, Chairman
G. J. DESBARATS
R. J. DURLEY
G. A. GAHERTY
G. McL. PITTS
L. AUSTIN WRIGHT
Sir John Kennedy Prize.
SPECIAL COMMITTEES
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG, Chairman
E. VIENS, Vice-Chairman
G. P. F. BOESE
C. L. CATE
A. G. FLEMING
W. G. GLIDDON
O. O. LEFEBVRE
J. A. McCRORY
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MEMBERSHIP
K. O. WHYTE, Chairman
J. G. HALL
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C. E. SISSON
H. J. VENNES
PROFESSIONAL INTERESTS
F. NEWELL, Chairman
J. B. CHALLIES
O. O. LEFEBVRE
THE YOUNG ENGINEER
H. F. BENNETT, Chairman
JACQUES BENOIT
E. V. BUCHANAN
D. S. ELLIS
J. N. FINLAYSON
C. A. FOWLER
R DeL . FRENCH
R. E HEARTZ
R F. LEGGET
A P. LINTON
A. E. MACDONALD
H. J. McLEAN
R. M. SMITH
F. L. WEST
WESTERN WATER PROBLEMS
G. A. GAHERTY, Chairman
C. H. ATTWOOD
C. CAMSELL
L. C. CHARLESWORTH
T. H. HOGG
O. O. LEFEBVRE
C. J. MACKENZIE
F. H. PETERS
S. G. PORTER
J. M. WARDLE
LIST OF INSTITUTE PRIZES
Gold medal For outstanding merit or note-
worthy contribution to sci-
ence of engineering, or to
benefit of the Institute.
Past-Presidents' Prize. . .$100 cash For a paper on a topic selected
by Council.
Duggan Prize Medal and cash to
value of $100. . . .For paper on constructional
engineering involving the use
of metals for structural or
mechanical purposes.
Gzowski Prize Gold medal For a paper contributing to
the literature of the profes-
sion of civil engineering.
I 1 1 mimer Prize Gold medal For a paper on chemical and
metallurgical subjects.
Leonard Prize Gold medal .
Students and Juniors.
University Students.
. .For a paper on a mining sub-
ject, open to members of the
Canadian Institute of Min-
ing and Metallurgy as well
as The Engineering Institute.
.Books to the value
of $25 (5 prizes) . .For papers on any subject pre-
sented by Student or Junior
members.
.$25 in cash (11
prizes) For the third year student in
each college, making the best
showing in college work
and activities in student or
local branch of engineering
society.
50
February, 1940 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
VOLUME 23
FEBRUARY 1940
NUMBER 2
"To facilitate the acquirement and interchange of professional knowledge
among its members, to promote their professional interests, to encourage
original research, to develop and maintain high standards in the engineering
profession and to enhance the usefulness of the profession to the public/'
Sherman E. Surdam, A.R.P.S., A.S.P., Scotia, N.Y.
Vacuum Tubes
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, J. F. BRIDGE
Viee-Chair., GEO. E. MEDLAR
Executive, W. D. DONNELLY
E. M. KREBSER
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(Ex-Officio), BOYD CANDLISH
T. H. JENKINS
Sec.-Treas., H. L. JOHNSTON
1334 Victoria Avenue
CALGARY
Chairman, S. G. COULTIS
Vice-Chair., JAS. McMILLAN
Executive, J. B. deHART J. R. WOOD
G H. PATRICK
(Ex-Officio), J. HADDIN H. J. McLEAN
E. W. BOWNESS
Sec.-Treas., F. J. HEUPERMAN,
215-6th Ave. West,
Calgary, Alta.
CAPE BRETON
Chairman, J. A. MacLEOD
Executive, C. M. ANSON M. F. COSSITT
J. A. MacLEOD S. G. NAISH
(Ex-Officio) A. P. THEUERKAUF
M. R. CHAPPELL
Sec.-Treas., S. C. MIFFLEN,
60 Whitney Ave., Sydney, N.S.
EDMONTON
Chairman, C. E. GARNETT
Vice-Chair., E. NELSON
Executive, D. A. HANSEN A. M. ALLEN
E. L. SMITH W. W. PRESTON
J. W. PORTEOUS
(Ex-Officio) W. R. MOUNT
W. E. CORNISH
Sec.-Treas., B. W. PITFIELD.
Northwestern Utilities Limited,
10124-104th Street,
Edmonton, Alta.
HALIFAX
Chairman, CHARLES SCRYMGEOUR
Executive, S. L. FULTZ G. F. BENNETT
P. A. LOVETT F. C. WIGHTMAN
A. B. BLANCHARD
(Ex-Officio), I. P. MacNAB R. L. DUNSMORE
A. D. NICKERSON
Sec.-Treas., L. C. YOUNG,
365 Morris Street Ext.,
Halifax, N.S.
HAMILTON
Chairman, ALEXANDER LOVE
Vice-Chair., W. A. T. GILMOUR
T. S. GLOVER
Executive, C. H. HUTTON N. WAGNER
S. SHUPE W. E. BROWN
(Ex-Officio), J. R. DUNBAR
Sec.-Treas., A. R. HANNAFORD
354 Herkimer Street,
Hamilton, Ont.
KINGSTON
Chairman, G. G. M. CARR-HARRIS
Vice-Chair., P. ROY
Executive V. R. DAVIES M. W. HUGGINS
K. H. McKIBBON
(Ex-Officio), H. W. HARKNESS
Sec.-Treas., J. B. BATY,
Queen's University, Kingston,
Ont.
LAKEHEAD
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
Sec.-Treas.,
J. M. FLEMING
H. G. O'LEARY
D. BOYD J. R. MATHIESON
B. A. CULPEPER S. E. FLOOK
H. OLSSON W. H. BIRD
E. A. KELLY A. T. HURTER
E. L. GOODALL
P. E. DONCASTER
H. OS,
423 Rita St., Port Arthur, Ont.
LETHBRIDGE
Chairman, A. J. BRANCH
Vice-Chair., G. S. BROWN
Executive J.M.CAMPBELL N.H.BRADLEY
C. S. DONALDSON J. HAÏMES
(Ex-Officio), R. F. P. BOWMAN
J. T. WATSON G. S. BROWN
Sec.-Treas., E. A. LAWRENCE
207-7th St. S., Lethbridge, Alta.
LONDON
Chairman, H. F. BENNETT
Vice-Chair., W. E. ANDREWES
Executive, F. C. BALL V. A. McKILLOP
J. P. CARRIERE J. R. ROSTRON
J. FERGUSON
Sec.-Treas., D. S. SCRYMGEOUR
London Structural Steel Co. Ltd.,
London, Ont.
MONCTON
Chairman, F. O. CONDON
Vice-Chair., J. PULLAR
Executive, F. O. CONDON G. L. DICKSON
R. H. EMMERSON A. S. GUNN
C. S. G. ROGERS G. E. SMITH
(Ex-Officio), B. E. BAYNE H. W. McKIEL
Sec.-Treas., V. C. BLACKETT
Engrg. Dept., C.N.R., Moncton, N.B.
MONTREAL
Chairman, H. J. VENNES
Vice-Chair., R. E. HEARTZ
Executive, G. J. CHENEVERT E. V. GAGE
R. S. EADIE I. S. PATTERSON
G. McL. PITTS P. E. POITRAS
(Ex-Officio), A. DUPERRON H. MASSUE
J. L. BUSFIELD F. NEWELL
R. H. FINDLAY J. B. CHALLIES
B. R. PERRY C. K. McLEOD
E. R. SMALLHORN
Sec.-Treas., L. A. DUCHASTEL
40 Kelvin Avenue,
Outremont, Que.
NIAGARA PENINSULA
Chairman, A. W. F. McQUEEN
Vice-Chair., C. H. McL. BURNS
Executive, H. G. ACRES C. G. CLINE
M. H. JONES A. L. McPHAIL
L. J. RUSSELL J. C. STREET
G. F. VOLLMER
(Ex-Officio), W. R. MANOCK C. G. MOON
Sec.-Treas., GEO. E. GRIFFITHS,
Box 385, Thorold, Ont
OTTAWA
Chairman, W. H. MUNRO
Executive, N. MARR H. V. ANDERSON
W. L. SAUNDERS J. H. IRVINE
W. H. NORRISH
(Ex-Officio), G. J. DESBARATS E. VIENS
W. F. M. BRYCE
Sec.-Treas., R. K. ODELL,
Dept. of Mines and Resources,
Ottawa, Ont.
PETERBOROUGH
Chairman, B. I. BURGESS
Executive, I. F. McRAE J. CAMERON
R. L. DOBBIN V. R. CURRIE
(Ex-Officio) W. T. FANJOY
A. B. GATES
Sec.-Treas., A. L. MALBY,
303 Rubidge St.,
Peterborough, Ont.
QUEBEC
Chairman, PHILIPPE MÉTHÉ
Vice-Chair. ,L. C. DUPUIS
Executive J. G. O'DONNELL T. M. DECHENE
M. BOURGET A. LAFRAMBOISE
L. MARTIN A. O. DUFRÊSNE
A. R. DÉCARY (Honorary)
(Ex-Officio), H. CIMON R. B. McDUNNOUGH
A. LARIVIÈRE J. ST -JACQUES
Sec.-Treas., PAUL VINCENT
Department of Colonization, Room
263-A Parliament Buildings, Quebec,
Que.
SAGUENAY
Chairman, ADAM CUNNINGHAM
Vice-Chair., J. W. WARD
Executive, CHAS. MILLER G. E. LaMOTHE
W. P. C. LEBOUTILLIER
G. F. LAYNE
(Ex-Officio), A. C. JOHNSTON
M. G. SAUNDERS
Sec.-Treas., K. A. BOOTH
c/o Price Bros. & Co.,
Kenogami, Que.
SAINT JOHN
Chairman, H. F. MORRISEY
Vice-Chair., J. P. MOONEY
Executive, G. G. MURDOCH
G. N. HATFIELD D. R. SMITH
(Ex-Officio) W. H. BLAKE
S. HOGG F. A. PATRIQUEN
Sec.-Treas., F. L. BLACK
N.B. Electric Power Comm.,
P.O. Box 820, Saint John, N.B.
ST. MAURICE VALLEY
Chairman, F. W. BRADSHAW
Vice-Chair., C. H. CHAMPION
Executive, N. J. A. VERMETTE H.G.TIMMIS
A. H. HEATLEY W. B. SCOTT
L. B. STIRLING H. O. KEAY
J. H. FREGEAU
K. S. LeBARON
(Ex-Officio), H. J. WARD E. B. WARDLE
Sec.-Treas., V. JEPSEN,
Cons. Paper Corp. Ltd.,
Grand'Mère, Que.
SASKATCHEWAN
Chairman, I. M. FRASER
Vice-Chair., P. C. PERRY
Executive, R. J. FYFE R. W. ALLEN
J.McD.PATTON S.R.MUIRHEAD
J.W.D.FARRELL R.A.McLELLAN
A. M. MACGILLIVRAY
Ex-Officio, A. P. LINTON
Sec.-Treas., J. J. WHITE
City Hall, Regina, Sask.
SAULT STE. MARIE
Chairman, A. E. PICKERING
Vice-Chair., A. M. WILSON
Executive, G. B. ANDERSON N. C. COWIE
C. R. MURDOCK
E. W. NEELANDS
(Ex-Officio), J. L. LANG J. S. MACLEOD
Sec.-Treas., O. A. EVANS,
178 Albert St. E.,
Sault Ste Marie, Ont.
TORONTO
Chairman, A. E. BERRY
Vice-Chair., N. MacNICOL
Executive, H. E. BRANDON
W. S. WILSON
A. O. WOLFF
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M. BARRY WATSON
(Ex-Officio) O. HOLDEN
A. U. SANDERSON
C. E. SISSON
Sec.-Treas., J. J. SPENCE,
Engineering Bldg.,
University of Toronto,
Toronto, Ont.
VANCOUVER
Chairman, C. E. WEBB
Vice-Chair., W. O. SCOTT
Executive, T. PRICE MAJOR J. R. GRANT
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Sec.-Treas., T. V. BERRY,
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Chairman, E. W. IZARD
Vice-Chair., G. M. IRWIN
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A. S. G. MUSGRAVE
R. C. FARROW J. N. ANDERSON
Sec.-Treas., K. REID,
1336 Carnsew Street,
Victoria, B.C.
WINNIPEG
Chairman, J. W. SANGER
Vice-Chair., H. L. BRIGGS
Executive, D. N. SHARPE
V. MICHIE
G. C. DAVIS
V. H. PATRIARCHE
J. T. ROSE
(Ex-Officio), W. D. HURST
A. J. TAUNTON
Sec.-Treas., J. HOOGSTRATEN,
University of Manitoba,
Fort Garry, Man.
52
February, 1940 THE ENGINEERING JOURNAL
PRACTICABLE FORMS FOR FLIGHT TEST REPORTING
ELIZABETH M. G. MacGILL, A.M.E.I.C.
Chief Aeronautical Engineer, Canadian Car and Foundry Co., Limited, Fort William, Ont.
Paper to be presented before the General Professional Meeting of The Engineering Institute of Canada, at
Toronto, Ontario, on February 9th, 1940.
SUMMARY. A series of forms — to be used for ground and
flight test reporting on aeroplanes, is presented, on which to
tabulate for convenience and completeness, pertinent data
identifying the machine and the essential test returns from
which general design data and performance information
(including the flight test requirements for the British Cer-
tificate of Airworthiness) may be determined.
Introduction
The advantage of having properly prepared forms at
hand, is that, they are ready for immediate use, and render
less likely the omission of pertinent data. To this end, these
forms for ground and flight test reporting on aeroplanes
have been prepared.
In the mind of the author, a complete set of forms for
flight testing should be made up of three parts, namely,
the description of the aeroplane, the qualitative tests, and
the quantitative tests.
The description should enable the aeroplane to be
identified and should link the test data to the machine so
that a change in performance later on, may be traced to a
change in a component (i.e. different propeller, size of
wheel, etc.) or conversely, a change in a component will
call for reconsideration of the performance figures.
The qualitative tests should determine the relative
ease or difficulty of operating the machine on the water, or
ground and in the air, and should provide information to
serve as a basis either for improvement of the machine or
of comparison between machines of a similar type and
purpose.
The quantitative tests should furnish figures from
which may be determined the actual performance charac-
teristics of the aeroplane (maximum speed, rate of climb,
etc.), including those figures required before governmental
approval of the aeroplane can be obtained.
The Order of the Forms
The order of the forms is considered important. Listing
the components and the limitations of the aeroplane first
(in the description) may draw attention to some deficiency
or improper condition more easily eliminated before the
machine is taken to the airport than afterward, and hence
may result in saving time and money. Also, to save time
and expense, the qualitative tests should be performed
before the quantitative ones, for any curable shortcomings
will probably be revealed by the former, and the consequent
modifications must be carried out before final performance
figures can be obtained.
Description of Aeroplane
The description of the aeroplane to be tested may be set
down in Forms 1 and 2.
Form 1 lists the components of the aeroplane. It has
been made fairly general in order to embrace the common
types of aeroplanes in Canada — landplanes, skiplanes, float
seaplanes, single- and multi-engined machines, aeroplanes
equipped with fixed pitch or controllable or constant-speed
propellers, and those used for military, commercial or
private purposes.
Form 2 sets forth the limiting gross weight and centre
of gravity positions to be used during the tests. The weight
stated is the maximum permissible gross weight, and the
centre of gravity positions are the normal position and the
most extreme positions.
Qualitative Tests
The qualitative tests are outlined in Forms 3 and 4.
Form 3 is applicable to all aeroplanes, and is subdivided
as follows :
Ground Observations.
Flight Observations.
1. Take-off and climb.
2. Controllability in flight.
Landing Observations.
1. Approach.
2. Landing.
If the observations are noted carefully, a fairly clear pic-
ture of the relative handling characteristics and suitability
of the aeroplane for its proposed duty should emerge, and
any equipment and control deficiencies should be apparent.
The more extreme manoeuvres of Form 4 (Manoeuvring
Tests) are applicable to aerobatic aircraft only, (i.e.,
trainers, military machines, etc.). If, following the handling
tests for Form 3, the effectiveness of the controls is still in
doubt, the manoeuvres of Form 4 should enable the pilot
to pronounce positively upon the subject. References 1 to
4 inclusive, and Reference 6 deal in part with qualitative
tests.
Quantitative Tests
The quantitative tests are outlined in Forms 5 to 11,
inclusive.
The tests are :
Form 5. Longitudinal Stability Test.
Take off and Climb.
Calibration of Airspeed Indicator Test.
Level Top Speed Test.
Stalling Speed Test.
Partial Climbs Test.
Take-off and Landing Runs.
Form 6
Form 7
Form 8
Form 9
Form 10
Form 11
The tests outlined are considered to be the minimum
number which will provide general performance data on
the aeroplane. From them the speeds at any altitude, best
rate of climb at any altitude, ceilings, distances traversed
and time required for taking-off and landing may be de-
termined.
To fulfil the flight test requirements for the British Cer-
tificate of Airworthiness the tests of Forms 6, 7, 8, 9 and
11 must be performed and the results must satisfy Refer-
ence 5.
Flight Tests and the Prototype
The order of the procedure is more important when the
aeroplane is a prototype machine than when it is a pro-
duction model. In the former case, the flight tests are an
integral part of the prototype development; in the latter,
they simply confirm that the characteristics of the pro-
duction machine check with those of its prototype.
The part played by flight testing in the development of a
prototype is very important. It should be emphasized that
the development of the prototype is not completed before
the test flights: these flights are part of the development
work. The real job of the test pilot is to help the designer
perfect his machine. The test pilot should be considered a
close collaborator with the designer, not as an independent
checker and debunker of the designer's plans. Familiarity
of the test pilot with the type of machine is of great ad-
vantage in the development work, but — as in every other
branch of experimental science — the most important single
THE ENGINEERING JOURNAL February, 1940
53
characteristic to be desired, is an open mind on the part
of the experimenter. The pilot whose mind is filled with
preconceived notions of how the aeroplane will behave, is
more likely to misinterpret or to miss entirely the significance
of certain reactions, than he who, having an open mind,
looks, not for the confirmation of his own opinions, but for
what there is to be found. Since the designer must lean
heavily upon the test pilot and must consider his every
opinion in the light of improvements to be made, this point
cannot be emphasized too strongly.
FORM 1.
DESCRIPTION OF AEROPLANE
Aeroplane
Owner:
Manufacturer:
Type: (Two-place biplane, landplane, skiplane, etc.).
Model: (name).
Manufacturer's Serial No.:
Date of Manufacture:
Duty: (Passenger, military, training, etc.).
Registration:
Engine(s)
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Number:
Type: (9 cylinder, radial, air-cooled, etc.).
Model: (name and series).
Manufacturer's Serial No(s).:
Manufacturer's Dwg. No.:
Power: Take off bhp., at r.p.m., at in. Hg.
Climb maximum, r.p.m. in. Hg.
Climb recommended, r.p.m., in. Hg.
Cruising, blip., at r.p.m., at in. Hg.
Normal, bhp., at r.p.m., at in. Hg.
at feet altitude.
Maximum Power bhp., at r.p.m., at in/Hg.
Manufacturer's Data: Power Curve No. Date
Fuel Required: Gasoline, specification and octane number.
Oil Required: Specification.
Propeller Reduction Gear Ratio:
Direction of Rotation: (viewed from rear).
Crankshaft:
Propeller Shaft:
Permissible Temperatures and Pressures:
Authority: (Manufacturer's Engine Handbook).
Oil Temperature: Permissible Range.
Oil Pressure: Permissible Range.
Cylinder Head Temperature: Permissible Range.
Fuel Pressure: Permissible Range.
Coolant Temperature: Permissible Range.
Engine Equipment:
Starter:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type:
Model:
Serial No.:
Generator:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type:
Model:
Serial No.:
Fuel Pump:
Engine Pump:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type:
Serial No.:
Hand Pump:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type:
Serial No.:
Cowling:
Type:
Carburetor Heating:
Type:
Tanks:
Gasoline Tank:
Maximum Capacity: Number:
Service Capacity: Position:
Oil Tank:
Maximum Capacity: Number:
Service Capacity: Position:
Coolant Tank:
Maximum Capacity: Position:
Service Capacity: Fluid:
Number:
De-icing Tank:
Maximum Capacity: Position:
Service Capacity: Fluid:
Number:
3. Propeller(s)
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Number:
Type: (2-setting controllable pitch, etc.).
Material: (aluminum alloy, steel, wooden, etc.).
Number of blades per propeller:
Blades:
Hub:
Diameter:
Pitch Setting(s)
Type No.:
Type No.:
Serial No(s).:
Serial No(s).:
Minimum
Maximum
De-icing Equipment:
Manufacturer: Serial No
Type: Fluid:
degrees at 42 in. radius,
degrees at 42 in. radius.
Wheel, Ski or Float Undercarriage
Type: (General description).
Shock Strut (s):
Manufacturer: Model:
Number: Serial No(s).:
Type: Length (fully compressed): inches.
Wheels (Main and Tail) :
C.A. or A.T.C. or A.M. No.:
Manufacturer: Serial No(s).:
Number: Size:
Type: Brakes:
Tires (Main and Tail):
Manufacturer:
C. A. or A.T.C. or A.M. No.:
Type: Serial No.: Size: '
Pressure: lb. per sq. in.
Deflection: at stated pressure, inches.
Floats:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type: Serial No(s).: Number:
Maximum displacement per float:
Float setting: (deck datum at degrees to thrust line).
Skis:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type: Serial No(s).:
Material : Number :
Maximum capacity per ski:
Trimming gear:
Pedestal (s):
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type: Serial No(s).:
Instruments
Engine Instruments: (list each instrument).
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type: Serial No.: Range:
Flight Instruments: (list each instrument).
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type: Serial No.: Range:
Radio:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type: Serial No.: Range:
Instruments installed for Flight Testing only: (list each instru-
ment).
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type: Serial No.: Range:
Fire Extinguisher(s):
Manufacturer:
Type: Serial No.: Number:
54
February, 1940 THE ENGINEERING JOURNAL
Reference line:
Reference line:
Reference Une:
Reference line:
Reference line:
6. Control Surface Data
Ailerons :
Type: (Balanced, Frise, etc.).
Rigging Angle:
Travel: Degrees Up Down
Reference line: (from which travel measured).
Flaps:
Type:
Travel: Degrees Up Down
Reference One:
Elevators:
Type: Travel:
Stabilizer :
Type: Travel:
Rudder:
Type: Travel:
Fin:
Type: Offset:
Tabs:
Type: Setting:
7. Night Flying Equipment
Lamps :
Manufacturer :
C.A. or A.T.C. or A.M. No.:
Number: Power: Position
8. Armament
Fixed Guns and Flexible Guns:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type : Number :
Model: Position:
Calibre: Ammunition Load:
Bomb Equipment:
Racks :
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type: Position:
Model : Capacity :
Bombs:
Manufacturer:
C.A. or A.T.C. or A.M. No.:
Type : Capacity :
9. Limiting Speeds (Design)
Speed in terminal velocity dive:
Speed with flaps down :
Diving speed at maximum r.p.m. of engine:
FORM 2
FLYING WEIGHTS AND CENTRE OF GRAVITY POSITIONS
Horizontal datum: (distance below thrust line).
Vertical datum: (distance forward C.L. propeller).
Leading Edge — Wing: (distances from H. and V. data).
Length of M.A.C. (mean aerodynamic chord):
L.E. of M.A.C: (distance from V. datum).
1. Normal Gross Weight with C.G. in normal position.
2. Normal Gross Weight with C.G. in most rearward position.
3. Normal Gross Weight with C.G. in most forward position.
Table I is prepared for each of the three C.G. positions.
TABLE I
Group
Wt.
lb.
Item
Wt.
lb.
Horizontal
Vertical
Item
Arm,
in.
Mo-
ment,
in.-lb.
Arm,
in.
Mo-
ment,
in.-lb.
1. Tare Weight of
Aeroplane
Weight special equipt.
2. Aircraft equipped
for test flying
3. Useful Load
(a) Oil ( — Imp. gal. at
- lb. per Imp. gal.)
(b) Fuel ( — Imp. gal. at
- lb. per Imp. gal.)
(c) Pilot and para-
chute
(d) Observer and
parachute
(e) Ballast
—
—
—
—
—
—
4. Take-off Weight
—
—
—
—
—
Centre of Gravity Position
Horizontal distance from L.E.— Wing.
Vertical distance from L.E. — Wing.
Horizontal and vertical distance in per cent of M.A.C.
FORM 3
PILOT'S HANDLING TESTS AND COMMENTS
GROUND OBSERVATIONS
1. Cockpit(s) or Cabin
(a) Comment on aids to entrance and egress.
Ample steps ? Handles ? Emergency exits ? Ease in case
of emergency jump ?
(b) Comment on cockpit(s). Size ? Comfort ? Head clearance for
bumpy air flying ? Protection in case of nosing-over ?
(c) Comment on seats. Comfort ? Height ? Size ? Size with win-
ter clothing ? Adjustability ?
(d) Comment on safety belt. Type ? Sufficient adjustment ?
(e) Comment on projections to catch clothing, injure personnel.
(f ) Comment on windscreens. Protection afforded ? Visibility ?
Material ? Safety ? Distorted vision ? Reflections ?
De-icing provision ? Anti-fogging provision ?
(g) Comment on removable hatches. Ease of operation ?
Possibility of jamming ? .
(h) Comment on ventilation. Draughty ?
Do exhaust gases enter cockpit or cabin ?
(i) Comment on cockpit heating. Adequate ?
(j) Can members of crew change places during flight ?
2. Cockpit Controls
Comment on location, operation and interference of:
1. Ignition switch.
2. Throttle.
3. Mixture.
Are throttle and mixture interconnected ?
4. Spark.
5. Propeller.
6. Starter switch.
7. Fuel cock.
8. Manual fuel pump.
9. Stabilizer.
10. Tabs. Elevator. Rudder. Aileron.
11. Carburetor heat.
12. Radio.
13. Stick.
14. Flaps. Is there a position indicator ?
15. Landing Gear. If retractable, is there a position indicator ?
Easy of operation ? Freedom from vibration ? Does
position indicator operate correctly ?
16. Rudder control. Is leg length adjustable ?
17. Brake control. Toe brakes ? Heel brakes ? Are brakes easily
applied for all rudder positions ?
18. Carburetor heat control.
3. Instrument Board(s)
(a) Comment on instrument arrangement and installation.
(b) Comment on suitability and adequacy of instruments.
(c) Comment on visibility for pilot. For co-pilot.
(d) Comment on vibration of board.
4. Instruments
(a) Compass
1. Does the compass check N,E,S,W ?
2. Comment on vibration in smooth air. In bumpy air ?
3. Is the heading affected by change in r.p.m. ?
(b) Altimeter
Comment on vibration.
(c) Airspeed
Does instrument read zero when aeroplane stationary ?
(d) Rate of Climb
Does instrument read correctly in a pull up ?
(e) Does the radio operate satisfactorily ?
5. Night Flying Equipment
(a) State number and position of lights.
(b) State approximate angle of light beams to ground when the
aeroplane is in the tail-down position.
(c) Is the instrument board lighted directly or indirectly ?
Is the lighting adequate ?
(d) Is the cockpit equipment lighted satisfactorily ?
(e) Comment on glare, reflections, intensity of light.
(f) Is sufficient control of light intensity provided ?
(g) Can charts or maps be read easily ?
6. Armament
(a) Does the armament function satisfactorily ?
1. Fixed guns.
2. Flexible guns.
3. Bomb racks.
(b) Can the flexible guns be used effectively during manoeuvres ?
(c) Comment on the field of fire of the guns.
(d) Is heating provided for the guns ?
7. Taxiing. (Wheels or skis)
(a) State wind velocities.
(b) Comment on ground condition.
(c) Comment on visibility from cockpit (s) when in tail down
position.
THE ENGINEERING JOURNAL February, 1940
55
(d) Taxi at various speeds up to 30 m.p.h. and comment on:
1. Track.
2. Shock absorption.
3. Main landing gear action on runway." On rough ?
4. Braking action. Sufficient for stopping ?
For manoeuvring ?
5. Condition of brakes. Heat generated ?
6. Tail wheel (skid or ski) operation. Steady ?
Sluggish ? on runway : on rough ground. Steerable ?
(e) Comment on rudder control for ground manoeuvring.
(f) Comment on response to controls without brakes.
(g) Is there a tendency to porpoise ?
(h) Comment on ground handling of aeroplane.
(i) Does carburetor function satisfactorily while taxiing ?
8. Taxiing (Floats)
(a) State winds and sea conditions.
(b) Taxi at various speeds up to 40 m.p.h. and comment on:
1. Wave-making of floats.
2. Spray action.
3. Aeroplane attitude.
4. Weaving of float undercarriage.
5. Freedom of propeller(s) from spray and icing.
6. Freedom of windscreen from spray.
7. Effectiveness of water rudders. Are they retractable ?
8. Does tail dip in water ?
9. Is there a tendency to porpoise ?
10. Comment on float undercarriage action.
11. Comment on rudder control for water manoeuvring.
12. Does carburetor function satisfactorily while taxiing?
13. Comment on visibility from cockpit while taxiing.
9. Handling Facilities
(a) Comment on ground handling facilities:
1. Hand holds on fuselage. At wing tips.
2. Tie-downs on fuselage. At wings.
3. Jacking facilities.
(b) Is lifting sling available ?
(c) Comment on water handling facilities.
FLIGHT OBSERVATIONS
1. Take-off and Climb
(a) State weight and C.G. position.
(b) State stabilizer setting. Flap setting.
(c) Comment on length of run: long, medium, short.
(d) Comment on vibration of:
1. Engine and mounting.
2. Propeller in fine pitch; in coarse pitch.
3. Cowling.
4. Instrument panel and equipment.
5. Controls.
6. Control surfaces.
(e) Comment on engine operation: smooth, rough.
(f) Are engine temperatures and pressures within permissible
range ?
(g) Comment on fuel pressure fluctuations with varying r.p.m.
(h) R.p.m. limits of propeller(s).
(i) Time required to change pitch of propeller (s) from coarse to
fine,
(j) Does the carburetor operate satisfactorily during take-off ?
(k) Comment on tendency of aeroplane to swing on take-off.
(1) Comment on initial full-throttle climb with propeller in
coarse pitch: steep, flat, normal,
(m) Comment on speed of take-off with flaps, without flaps.
High or low for type ?
(n) Comment on flap operation. Ease ? How many positions ?
(o) Comment on visibility during take-off and climb.
2. Controllability in Flight
(a) State aeroplane weight: normal, light.
(b) State C.G. position: normal, forward, aft.
(c) Comment on effectiveness and operation of controls at slow
speeds, at high speeds:
1. Approx. I.A.S. and altimeter readings.
2. Ailerons: light ? heavy ? ample ?
3. Elevators: light ? heavy ? ample ?
4. Rudder: light ? heavy ? ample ?
5. Stabilizer: light ? heavy ? ample ? excessive trim ?
6. Tabs: light ? heavy ? ample ? excessive trim ?
7. Order of effectiveness of controls.
8. State if any control is unsatisfactory or marginal.
9. Comment on harmonization of controls.
(d) Comment on buffetting or burbling.
(e) Comment on change of trim necessary with change of power.
Does nose rise or fall when engine throttled ?
(f) Comment on visibility during climb; during level flight.
(g) Are engine temperatures and pressures within permissible
range during full-throttle climb and full-throttle level
flight?
(h) Comment on vibration in flight,
(i) Comment on mixture control setting for:
1. Maximum power.
2. Best economv.
(j) Will the engine (s) pick up after one tank is dry ?
(k) Comment on drop in r.p.m. when carburetor heat is on:
1. Top speed condition.
2. Cruising condition.
(1) Comment generally on range of speed giving satisfactory:
1. Lateral stability.
2. Longitudinal stability.
(m) Comment on tendency to hunt when light,
(n) Comment on deflection of:
1. Wings.
2. Tail.
3. Fuselage.
(o) Comment on twisting of:
1. Wings.
2. Tail.
3. Fuselage.
(p) After the following sudden manoeuvres, if control is returned
to neutral, does aeroplane return to normal level flight ?
1. Roll— right and left.
2. Yaw — right and left.
3. Pitch — nose up and nose down.
LANDING OBSERVATIONS
1. Approach
(a) Comment on glide: steep, normal, flat.
1. Without flaps.
2. With flaps.
(b) Comment on speed of approach.
(c) Comment on trimming requirements.
(d) Comment on visibility.
(e) Comment on change of attitude due to :
1. Throttling engine.
2. Lowering flaps.
(f) Comment on controllability during approach.
2. Landing
(a) Comment on controllability during landing run.
(b) Comment on visibility during landing run.
(c) Comment on length of roll: short, medium, long.
1. Without brakes, without flaps.
2. With brakes, with flaps.
(d) Comment on tendency to float; to settle.
(e) Comment on range of stabilizer (or elevator tab) setting used
in the sequence of take-off, climb, level flight and landing.
FORM 4
MANOEUVRING TESTS
Perform the following manoeuvres and comment on them:
1. Vertical banked level turns through 360 degrees.
(a) Left turn. (b) Right turn.
2. Figures of eight with vertical banked level turns.
3. Slow rotation through 180 degrees by means of ailerons in a steep
dive without engine followed by a pull-out.
(a) Left. (b) Right.
4. Short dives at various throttles, turning while pulling out.
5. Short dives at various throttles, without turning while pulling
out. (a) Left. (b) Right.
6. Climbing turns through 180 degrees.
(a) Left. (b) Right.
7. A half slow roll, to right, to left diving out.
8. Normal loop.
9. Slow roll to right, to left.
10. Half loop and roll out at top to right, to left.
11. Sideslips, to right, to left.
12. Terminal velocity dive.
(a) While diving operate control surfaces and note any tendency
toward structural oscillations.
13. Stalls, with engine on and engine off.
(a) Comment on aileron and rudder control up to the stall.
(b) At stall, does nose drop gently ?
(c) At stall, is there a tendency to drop a wing ?
(d) Comment on aileron and rudder control after nose drops.
14. Spins, 4-turn spins to right and left.
(a) Describe sequence leading up to spin.
(b) Spin flat or vertical ?
(c) Wings level ?
(d) Nose steady ?
(e) Height lost in 4-turn spin to right; to left.
(f) Describe sequence leading up to recovery.
(g) Number of turns required before out of spin,
(h) General comment on spin.
(i) State C.G. positions at which aeroplane spun.
15. During manoeuvres, are engine temperatures and pressures within
permissible range ?
17. In dive, is cooling excessive ?
18. Do coolant or de-icing tanks overflow during manoeuvres?
19. Is fuel flow satisfactory during manoeuvres ?
20. Comment on vibration during manoeuvres.
56
February, 1940 THE ENGINEERING JOURNAL
FLIGHT TEST RETURNS
Date
Airport
Weather
Ground Conditions:
Temperature
Barometric pressure
Wind direction and velocity
Pilot
Observer
FORM 5
LONGITUDINAL STABILITY TEST
Gross Weight of Aeroplane.
C.G. Position
Flap Setting
Propeller Setting
Oil Cooler
Strut
Temp.
Alti-
meter
Read-
ing
Stabi-
lizer
posi-
tion
at
trim
R.P.M.
I.A.S.
at
trim
1
2
3
4
5
6
Run
No.
I.A.S.
Time
I.A.S.
Time
I.A.S.
Time
I.A.S.
Time
I.A.S.
Time
I.A.S.
Time
Remarks
1.
Dive
rated
_
_
_
_
.
2.
—
—
—
cruising
—
—
—
—
—
—
—
—
—
—
—
—
—
3.
low
1.
Climb
rated
2.
—
—
—
cruising
—
—
—
—
—
—
—
—
—
—
—
—
—
3.
low
This test is carried out for the normal, most forward and most rearward positions of the C.G.
Procedure: Trim aeroplane for level flight at desired r.p.m. and altitude.
(a) Dive until I.A.S. has increased 10 m.p.h. Release stick, take readings at noted points on curve.
(b) Climb until I.A.S. has decreased 10 m.p.h. Release stick, take readings at noted points on curve.
FLIGHT TEST RETURNS
Date
Airport
Airport Altitude
Weather
Ground Conditions:
Temperature
Barometric pressure
Wind direction and velocity.
Pilot
Observer
FORM 6
TAKE OFF AND CLIMB TEST
Gross Weight of Aeroplane .
C.G. Position
Maximum R.P.M. on Ground.
Idling R.P.M
Flap Setting
Propeller Setting
Stabilizer Setting
Oil Cooler
1
2 3
4 5
6 7
8
9
10
11
12
13
14
15
16
Run
No.
Take-off
Run
722 ft.
1180 ft.
Strut
Temp.
Oil
Temp.
Oil
Press.
Fuel
Press.
Mani-
fold
Press.
Carb-
uretor
intake
Temp.
Stab-
lizer
posi-
tion
Cool-
ant
Temp.
Remarks
I.A.S.
Time
I.A.S.
Time
I.A.S.
Time
1.
—
—
2.
3.
Procedure: The aeroplane is stationary, head to wind with engine idling at . . . r.p.m. The sensitive altimeter is set at zero. On the
word from the observer the throttle is opened and the two stop watches started. One watch is stopped at the instant that the
aeroplane leaves the ground. The other watch is stopped when the sensitive altimeter indicates 1,180 feet. A reading on the
watch is taken as the aeroplane passes 722 feet.
A number of runs are made and the best I.A.S. for climbing is determined for use in the Partial Climbs Test. This speed
is recorded as . . m.p.h.
THE ENGINEERING JOURNAL February, 1940
57
FLIGHT TEST RETURNS
Date
Airport
Airport Altitude
Weather
Ground Conditions:
Temperature
Barometric pressure
Wind direction and velocity .
Pilot
Observer
FORM 7
CALIBRATION OF AIRSPEED INDICATOR TEST
Gross Weight of Aeroplane .
C.G. Position
Flap Setting
Propeller Setting
Stabilizer Setting
Oil Cooler
Length of Speed Course
Direction of Speed Course .
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Run
No.
Direction
of run
Alti-
meter
Read-
ing
Strut
Temp.
Stabi-
lizer
posi-
tion
R.P.M.
I.A.S.
Carb-
uretor
Intake
Temp.
Mani-
fold
Press-
ure
Oil
Temp.
Oil
Press.
Fuel
Press.
Hottest
cylinder
head
Temp.
Col-
ant
Temp.
Elapsed
time
Remarks
1.
(East-West)
2.
(West-East)
3.
(etc.)
4.
5.
6.
7.
8.
Procedure: At take-off, the sensitive altimeter is set at zero. The speed and altitude are held constant for about one mile before
entering the course. All instruments are noted as steady before entering the course. The observer sights the course markers and
lines them up with a fixed point on the aeroplane when taking readings of elapsed time. Runs are made up and down the course
{e.g. east-west, west-east).
Runs are made at, at least, three different r.p.m. (or manifold pressures) to obtain three points for plotting a calibration
curve.
FLIGHT TEST RETURNS
Date
Airport
Airport Altitude
Weather
Ground Conditions:
Temperature
Barometric pressure
Wind direction and velocity .
Pilot
Observer
FORM 8
LEVEL TOP SPEED TEST
Gross Weight of Aeroplane.
C.G. Position
Flap Setting
Propeller Setting
Stabilizer Setting
Oil Cooler
1
2
3
4
5
6
7
8
9
10
11
12
13
Run
No.
Alti-
meter
Reading
Strut
Temp.
I.A.S.
Reading
R.P.M.
Oil
Temp.
Oil
Press.
Mani-
fold
Press.
Carb-
uretor
Intake
Temp.
Fuel
Press.
Hottest
cylinder
temp.
Coolant
Temp.
Remarks
1.
—
—
—
—
—
—
—
—
—
—
—
—
2.
—
—
—
—
—
—
—
—
—
—
—
—
3.
—
—
—
—
—
—
—
—
—
—
—
—
Procedure: The aeroplane is trimmed for full throttle, level flight at rated altitude and rated engine r.p.m. and manifold pressure.
As soon as all instruments are steady, readings are taken.
If the engine is permitted a 5-minute higher boost rating, a run is made under these conditions.
58
February, 1940 THE ENGINEERING JOURNAL
FLIGHT TEST RETURNS
Date
Airport
Airport Altitude
Weather
Ground Conditions:
Temperature
Barometric pressure
Wind direction and velocity .
Pilot
Observer
FORM 9
STALLING SPEED TEST
Gross Weight of Aeroplane .
C.G. Position
Flap Setting
Propeller Setting
Stabilizer Setting
Oil Cooler
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Run
No.
Altimeter
Reading
Strut
Temp.
I.A.S.
(at
stall)
R.P.M.
Oil
Temp.
Oil
Press.
Mani-
fold
Press.
Carb-
uretor
Intake
Temp.
Fuel
Press.
Hottest
cylinder
Temp.
Throttle
Coolant
Temp.
Remarks
1.
—
2.
—
3.
—
Procedure: The aeroplane is flown level at best climbing I.A.S. with the stabilizer set at minimum incidence, the stick being moved
backwards slowly. The speed at which the nose or a wing drops fairly rapidly is the I.A.S. for stalling. The test is carried out
for full-throttle engine, and engine throttled back.
FLIGHT TEST RETURNS
Date
Airport
Airport Altitude
Weather
Ground Conditions:
Temperature
Barometric pressure
Wind direction and velocity .
Pilot
Observer
FORM 10
PARTIAL CLIMBS TEST
Gross Weight of Aeroplane .
C.G. Position
Flap Setting
Propeller Setting
Stabilizer Setting
Oil Cooler
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Run
No.
Altimeter
Reading
Elapsed
Time
I.A.S.
Strut
Temp.
R.P.M.
Mani-
fold
Press.
Oil
Temp.
Oil
Press.
Fuel
Press.
Carb-
uretor
intake
Temp.
Hottest
cylinder
Head
Temp.
Stabi-
lizer
setting
Coolant
Temp.
Remarks
1.
2.
(example)
2000-3000
2000-3000
3.
4.
5000-6000
5000-6000
5.
6.
10000-11000
10000-11000
Procedure: Three or four altitudes, including the rated altitude of the engine, are chosen at which to run the tests.
At the desired altitude, the aeroplane is trimmed to climb at its best climbing speed and a steady climbing speed is obtained
before reaching the starting height. The time to climb 1,000 feet between starting height and finishing height is taken by a stop
watch. Clouds are avoided because of the air currents about them.
THE ENGINEERING JOURNAL February, 1940
59
FLIGHT TEST RETURNS
Date
Airport •.
Airport Altitude
Weather
Temperature
Barometric pressure
Wind direction and velocity
Runway Surface
Runway Condition
Pilot
Observer
FORM 11
TAKE-OFF AND LANDING RUNS
Gross Weight of Aeroplane.
C.G. Position
Oil Cooler
1
2
3
4
5
6
7
8
9
10
Propeller
setting
Stabilizer
setting
Flap
setting
Take-off Run
Landing Run
Brakes
Run
No.
From Start to Take-off
From Touch-down to Stop
Remarks
Time
Length
of run
Time
Length
of run
1.
Coarse
—
Without
—
—
—
—
—
—
2.
—
—
With
—
—
—
—
—
—
3. *
—
—
—
—
—
—
' —
With
—
4.
—
—
—
—
—
—
—
Without
—
Procedure: Take-off — The aeroplane is stationary, head to wind, with engine idling at. . . . r.p.m. The throttle is opened, and the stop
watch started. The position of the wheel centre is noted on the ground, The aeroplane is pulled off, the run being as short as
possible. The stop watch is stopped when the wheels leave the ground. The last point of contact of the wheels is noted. The length
of the run is measured.
Landing — The aeroplane is landed without the use of flaps or brakes and the landing run is measured.
The aeroplane is landed using both brakes and flaps and the landing run is measured.
Abbreviations
Note: — The following abbreviations have been used in the foregoing forms: I.A.S. — Indicated Air Speed. M.A.C.-
Chord. C. A. -Certificate of Airworthiness. A.T.C. — Approved Type Certificate. A.M. — Air Ministry.
-Mean Aerodynamic
List of References
Hall, S. S., and England, T. H., Aircraft Performance
Testing. Sir Isaac Pitman and Sons, Ltd., London,
1933.
von Baumhauer, A. G., Testing Stability and Control
of Aeroplanes. Journal Royal Aeronautical Society,
May, 1939.
Millikan, Clark B., On the Results of Aerodynamic
Research and Their Application of Aircraft Construc-
tion. Journal of the Aeronautical Sciences, December,
1936, pp. 48, 49.
Meredith, F. W. and Cooke, P. A., Aeroplane Stability
and the Automatic Pilot. Journal Royal Aeronautical
Society, June, 1937.
British Air Ministry Air Publication 1208, Design
Leaflets F.l, F.2, F.3, April, 1937.
British Air Ministry Aircraft Design Memoranda Nos.
292, 293, 294, 295.
60
February, 1940 THE ENGINEERING JOURNAL
i
ENGINEERING IN TRANSPORTATION
S. W. FAIRWEATHER
Chief of Research and Development, Canadian National Railways
Paper presented before the Vancouver Branch of The Engineering Institute of Canada, November 24, 1939
(abridged)
The part which transportation plays in our economic turned these natural resources to good account, and lastly,
life is so important that no apology is needed for examining the railways themselves in carrying on their activities as
briefly the relation of the art of transport to our national a transportation agency have been efficient,
wealth production. It is remarkable that Canadian railways, although faced
The complicated fabric of commercial and industrial re- w ith disabilities of climate and thin traffic, nevertheless
lationships which makes our individual efforts effective supply the cheapest freight transportation of any compar-
would be unworkable without some organized means of a ble country in the world. Railway transportation costs in
transportation. The art of transportation, therefore, in an Canada are as low as those in the United States notwith-
engineering sense, becomes part and parcel of our commercial standing the fact that the traffic density of the railways in
and industrial life and cannot be segregated from it. the United States is twice as great as in Canada. Here are
One curious fact about transportation, however, marks the figures of cost of transporting one ton one mile in the
it as different from most of the other arts of commerce various countries of the world:
and industry. In most instances of industrial effort, Revenue per
there results some visual evidence of increased value, as Ton Mile
for example when useless clay is baked into useful brick. (cents)
In transportation no such change takes place. If the brick Canada 0.97
is transported from the brick works to the city a place United States 0.99
value is created. The brick at the brick works, in an Australia 2.47
economic sense, had little more value than the clay; it is Argentina 1 .94
only when it was transported to a place where it became Great Britain 2.34
useful that its value became fully evident. A certain amount France 2 .30
of wealth is consumed in the movement of the brick, and Germany 2.05
it is the relationship between the amount of wealth so Italy 2. 13
consumed and the place value which is created which tests The circumstances already mentioned give the railway,
whether or not there has been a net increase in the national viewed as an implement of production, a wide margin of
wealth. usefulness, which accounts for the existence of lines of
From a national point of view the efficiency of our railways which do not pay in the financial sense, but are
transportation may be judged like that of a machine. To nevertheless valuable to the commonwealth and, in fact,
apply this test it is necessary to estimate the portion of vital to the continued development of national wealth. The
the national wealth which is dependent upon transportation financial results of many pioneer lines of railway, lines
and also the amount of wealth which is expended in pro- which have opened up forest, mineral or agricultural
viding the transportation facilities and operating them, opportunity, are disappointing from the railway standpoint,
The national capital wealth of Canada is about thirty but nevertheless, the country as a whole benefits,
billions of dollars, and the national income is of the order The construction of pioneering railways has always proved
of five billions of dollars per year. It may fairly be said a losing venture unless heavily subsidized, and the reason
that nearly all of this vast wealth and income has arisen is not far to seek. The total value of pioneer activity is not
from the ability to exploit the natural resources of the to be found in the efforts of the man who cuts down the
country, which would be impossible without modern forest, mines the minerals, or farms the land, but in the
transportation. Thus, much of our national wealth may towns and cities of Canada where our citizens are employed
be considered as being place value brought about by trans- in processing and marketing the raw products of pioneers,
portation. Thus, the marginal utility of the railway as an implement
A study of the various agencies of transportation develops of production is great, but the marginal utility of the farm,
the fact that the fundamental implement of transport is the forest development or the mine is, in itself, relatively
the steam railway. The only other form of land transport small. This means that the producer of raw materials can
that competes with the railway in amount of service is spare but a small amount of his individual productivity to
the highway and motor truck, 'it may be shown that on pay freight rates and therefore freight rates on raw materials
the average the cost of service by this medium, in an must be low.
economic sense, is at least five times as great as by railway. In order to show that the marginal utility of the railway
In order to establish the relationship between railway service is very large, viewed in relation to the wealth production
and national development and national income it suffices of the country, one need only point out that to build, equip,
at present to point out that the railways handle practically maintain and operate a pioneer line of railway costs of the
all the raw products of industry and commerce which are order of four thousand dollars per mile per year, based,
transported more than a short distance. of course, on a minimum of service, and since the average
The capital investment in Canadian railways amounts wealth production per gainfully employed person in Canada
to three billion dollars and the portion of the national is of the order of twelve hundred dollars, it is only necessary
income assessable against the railways is four hundred for a pioneer railway to increase gainful employment by
million dollars per year. Viewing these figures in relation five people per mile before it begins to yield a net surplus
to the total capital wealth of the country and the national in the commonwealth report. Since the average number
income, it appears that only eight per cent of our national of gainfully employed people per mile of line in Canada
income has to be diverted to railway transport, notwith- is of the order of one hundred people, it will be seen that
standing the fact that Canada uses more transportation per railways have a wide margin of utility. Thus, viewed
capita than any other country in the world. from the national standpoint, it is good business to
These facts have considerable significance; they result build a pioneer line of railway to tap known natural
from the following chain of circumstances. First, the rail- resources.
ways give us access to our vast natural resources scattered There are on every side evidences of Canada's impressive
over immense areas; second, the nation's industry has national wealth. We see cities and towns of which any
THE ENGINEERING JOURNAL February, 1940
61
country might well be proud; schools, colleges, universities,
hospitals, homes, all brought into being by an industrious
people, busily engaged in developing the country's natural
resources. This has been made possible by the construction
of the railways, which tap natural resources on a con-
tinental scale.
There are those who believe that the highway and motor
vehicle have wrought a veritable revolution in land transport
similar to that which took place when the steam railway
was developed a little over a century ago. There are those
who believe that highway transport has rung the knell
of the railway. A little study will show that this view is
not justified. The transport of freight by motor vehicle on
the highway is at least five times as expensive as by railway.
It is estimated that if we undertook to handle by highway
all of the traffic now moving by railway, our freight trans-
port bill, instead of being two hundred and seventy million
dollars as it was last year, would be of the order of one
billion three hundred and fifty million dollars. In fact, if
all freight were moved by truck on the highway, it is
doubtful whether there would be enough able bodied men
in Canada to operate and service the trucks which would
be required. For these reasons it seems evident that the
highway and motor vehicles can never displace the railway.
It is true, however, that in a selective sense the highway
vehicle may perform certain services more economically
than the railway; as a result, when we have developed
enough experience to correlate the two services on a sound
basis, it will be possible to have a better all-round trans-
portation system than ever before.
This problem is easier to enunciate than to solve. In all
countries the highway and railway are engaged in un-
economic competition. Curiously enough, in Canada it is
only because the railway has produced a considerable
economic surplus that this competition has developed to
sizeable proportions. The reasoning which leads to this
conclusion is interesting. Canada stands second only to
the United States in private automobiles per capita; it is
an indication of Canada's relative wealth and one of the
best evidences that as a nation we have done rather well
for ourselves. Private automobiles, however, are useless
without good highways. Therefore, we have proceeded to
build and enjoy highways on a large scale. It may be noted
that nearly 25 per cent of our national income is expended
on highways and the private automobile. Putting it in
another way, we spend each year three times as much on
the private automobile and the highway as we spend on
all the railways in Canada combined. This is not a bad
feature; it simply illustrates that a country of high surplus
has succeeded in a larger measure than many other countries
in distributing its surplus equitably, so that there is a wider
than ordinary enjoyment of the good things of life. Further,
this highway development has been of great assistance in
increasing our invisible export of goods and services in con-
nection with the tourist business, so that from the national
standpoint any damage which has been caused to the
revenue of railways by the diversion of passenger travel
from railway to highway has been more than offset by
favourable factors.
It is in the use of these highways for freight purposes
that definitely pernicious influences begin to operate. This
bad effect is due to two factors. First, the relationship
between highway costs and the freight vehicle moving upon
it has never been intelligently worked out. The freight truck
moving on the highway has been an interloper. The high-
ways were not built primarily for him; his use of the high-
way has been viewed as incidental and the charges made
for this use seem to have been calculated on a by-product
basis. Therefore, the truck gets the use, on a nominal basis,
of highways constructed for our national enjoyment. From
this viewpoint a good deal of today's highway freight trans-
port is parasitic on our national wealth.
The second factor is even more important and it is that
the freight rate structure of the railway is constructed on
what is known as the value-of-service theory, whereas the
freight rate structure of the truck is constructed on the
cost-of-service theory. On the former theory the amount
charged for handling the same tonnage of freight varies
greatly with the value of the article transported. Railways
transport bulky low-value products very cheaply — in some
cases for as little as one-third of a cent per ton per mile—
and inasmuch as the average cost of transport by railways
is of the order of one cent per ton per mile, they must, in
order to balance their budget, charge many times this
average figure for the transportation of high valued com-
modities. It is not unusual that the freight rate on high
valued commodities may be as much as ten cents per ton
per mile. In no case, however, is the railway freight rate
any considerable percentage of the market value of the
commodity, and, therefore, both low and high valued com-
modities can move great distances to market. This type
of rate structure obviously tends to break the barriers of
distance, thereby equalizing opportunity, and as such it is
admirably adapted to a country of continental extent such
as Canada.
In contrast, the cost-of-service theory of rate making
ignores the value of the commodity transported. It asks no
other question than what is the cost of transporting a
particular commodity between two points. On applying
that theory over any considerable range of commodities
and distances one quickly sees its unsuitability to a policy
of national development. If wheat grown on the western
prairie had to be moved on a cost-of-service basis the
prairies could never have been developed.
The cost of service by motor truck is approximately five
cents per ton per mile if standard wages are paid. This
means that wherever the railway has assessed a freight rate
in excess of this figure there is an apparent saving to the
shipper by using the truck. However, since the cost of
service by railway is only one cent per ton per mile, it is
evident that the apparent saving to the shipper is pur-
chased at a loss to the country of not less than four cents
per ton per mile. In the last analysis this must appear as
a depletion of our net divisible national surplus. In Canada,
although not a very great percentage of our national
wealth, it amounts to a very large figure in total. Its
estimated value is one hundred million dollars per annum,
or approximately two per cent of our national income. The
fact that it is only a small portion of our national income
explains why such an uneconomic development can persist
without bringing quick retribution. The fact that it is sub-
stantial in amount, however, indicates that the bleeding
of high valued traffic from the railway by motor trucks,
which operate without any sense of responsibility to national
development, hampers railways in furnishing basic low-rate
transportation for low-valued raw products of industry.
This matter requires thoughtful consideration. There seems
no ready-made cure for the situation, although a good deal
could be accomplished if it were possible to co-ordinate
the regulative and taxing powers of the various provinces,
and to establish a liaison with the Board of Transport
Commissioners for Canada. Adequate consideration could
then be given to the feature of public convenience and
necessity, viewed from in national sense, before a truck
licence could be issued for either the private carriage of
owner's goods or for contract carriage or for the so-called
public carrier, who is never in point of fact a public carrier
but only a pick and chooser.
This address has been an attempt to view Canada's
railways in the perspective of the task which they are
performing. It is believed that Canada's railways are and
will remain the chief implement in making available the
natural resources of the nation. Canada has in her railway
system the most efficient and cheapest land transport of
any comparable country of the world, and in the future
her railways will continue to justify their existence by the
service they will render to industry in every part of the
country.
62
February, 1940 THE ENGINEERING JOURNAL
DISCUSSION ON THE FUNDAMENTALS OF PILE
FOUNDATIONS
Paper by I. F. Morrison, 1 published in The Engineering Journal, October, 1939
R. F. Legget, a.m. e. i.e. 2
Professor Morrison's paper is a most valuable addition
to the literature of foundation engineering. It is to be hoped
that it will be widely read alike for the clarity with which
the author explains the action of piles as foundation units
and as an implicit answer to the rather loose talk which
sometimes suggests that students of soil mechanics want to
abolish the use of bearing piles. The light which modern
soil studies have been able to throw on the economics of
the use of bearing piles is, perhaps, one of the principal
features presented by Professor Morrison's paper.
There will be general agreement with all the suggestions
outlined in the paper. However, the last section in which
pile driving formulae are dealt with (and very properly
castigated) seems to call for some additional comment when
considered in conjunction with ordinary civil engineering
practice. It is for this reason that this note is submitted,
in the hope that Professor Morrison will be able to endorse
what is here suggested as a complement to his paper rather
than a criticism of it. Two points call for mention — the use
of test borings, and the use of pile driving formulae on small
jobs.
At the outset of the paper "it is assumed .... that
suitable borings have been taken" and it is well said that
without data as to the depth and character of the various
sub-soil strata "the rational design of foundations is hope-
less." At the end of the paper (p. 434) it is suggested that
the necessary expenditure for the driving of a test pile
"would be much better made for taking suitable borings."
While agreeing fully with these statements, the writer feels
that even greater emphasis should be placed — in all such
consideration of foundation design — upon the necessary
adequacy and accuracy of sub-surface exploration. As will
be seen from Professor Morrison's paper, the character and
relative position of the foundation strata determine the
suitability of a pile foundation design. To attempt such a
design without a clear understanding of what lies below
the surface is, as is said in the paper, "hopeless". Equally
hopeless is it to essay such design work when the only
borings taken are a few wash-borings, particularly when
put down without relation to the local geology. Yet this
is still common practice; one of the last contributions to
the subject 3 , in dealing with test boring went to great length
in describing wash boring methods and even went so far
as to state that they "give some indication of the length
of piles to be specified." Comparison of this suggestion with
Professor Morrison's analysis will demonstrate its ques-
tionable character.
This warning as to the danger of wash borings as a
preliminary to foundation design, coupled with a reminder
of the data now available on sub-surface exploration 4 and
soil testing are notes which it is desired to add to Professor
Morrison's presentation. They are of special importance in
the east of Canada in view of the unusual properties of the
pre-consolidated clays found in the St. Lawrence Valley.
When once disturbed, clays of this type may lose their
original character in consequence of which the driving of
piles into such ground may reduce its bearing capacity
instead of increasing it. It is to be regretted that no records
appear to have been published of construction operations
which have demonstrated this phenomenon.
1. Professor of Applied Mechanics, Department of Civil and Muni-
cipal Engineering, University of Alberta, Edmonton, Alta.
2. Assistant Professor of Civil Engineering, University of Toronto,
Toronto, Ont.
3. "Probing for Bridge Foundations," N. R. Sack, Engineering
News-Record, 12 th October, 1939, p. 69.
In the case of large construction jobs, test boring and
careful foundation design are procedures always to be fol-
lowed. There are many jobs, however, the size of which
renders the cost of preliminary exploratory and soil testing
work prohibitive. When such work is carried out by public
agencies with test boring equipment and laboratory facilities
always available, normal economic considerations may
sometimes be forgotten in a desire to achieve certainty in
design. But for a consulting engineer or the engineer of a
small city to attempt to justify the necessary expenditure
for comparable work on small jobs will usually be impossible
if only on the grounds of ordinary economy, quite apart
from the difficulty of persuading the lay mind of the necessity
for such work. In such instances, the use of one of the more
rational pile driving formulae (notably the Hiley formula)
can be justified, provided always that the limitations of
the formulae are kept in mind. Limitations are, as suggested
by Professor Morrison, the inability of a formula to show
up the existence of hidden weak stratum, the diminution
of bearing capacity of a group of friction piles as compared
to individual pile driving results, and the difference between
static and dynamic loading. Admitting these limitations,
the use of a formula such as that of Hiley will still serve
at least as a guide to the determination of the number of
piles required and the depth to which they should be driven.
If correlated with even one good test boring and particularly
with a static loading test, pile driving records may still
perform a useful function in foundation design. Reliance
upon results so obtained is justifiable only in the case of
small jobs; certainty of the results will always be condi-
tioned by the limitations mentioned above. Theoretical
design considerations must always be reviewed in the light
of practical application and economic justification; here is
one case where a course of action which may be theoretically
unsound must often be followed, with suitable safeguards,
because of practical and economic necessity.
Jean P. Carrière, a.m. e. i.e. 5
Professor Morrison's article interested the writer very
much. It is a comprehensive condensation of a complicated
branch of foundation engineering, and contains some very
sound information and advice.
In the final section of his article, Professor Morrison
makes short work of all pile driving formulae by pointing
out all their disadvantages and inaccuracies. As there are
two sides to this question, the writer wishes to present
some points in defence of certain pile driving formulae
when used correctly under conditions for which they were
developed.
At the outset of this discussion the writer would like to
point out the generally misleading use of the term "bearing
power" as applied to the results obtained from pile driving
formulae; the term "resistance to penetration" will be used
in what follows.
Most pile driving formulae are attempts to estimate the
resistance to penetration of piles under static loads based
on dynamic loads due to the kinetic energy of pile driving
hammers while driving the piles. These estimates are quite
accurate for single piles driven in uniform and non-cohesive
sands and gravels. In the case of piles driven in very fine
silts or soft clays, the dynamic resistance to penetration
is the sum of small frictional resistance and relatively large
point resistance, while the static resistance to penetration,
4. For example, "Exploration of Soil Conditions and Sampling
Operations," H. A. Mohr, Harvard University, Graduate School of
Engineering Studies, Bulletin 208, 1936.
5. Assistant Engineer, Department of Public Works, London, Ont.
THE ENGINEERING JOURNAL February, 1940
63
especially after the piles have set a certain length of time,
is the sum of full frictional resistance and small point
resistance.
Consequently, whereas the results given by some pile
driving formulae for piles driven in granular non-cohesive
soils are accurate, certain compensations must be made
when cohesive soils are encountered, and these can be made
by a study of the characteristics of the soil encountered.
The Hiley Formula 6 is a comprehensive and rational
formula because it takes into consideration such factors as
make it suitable for practically universal application and
its results have shown satisfactory agreement with actual
loading tests. This formula does not attempt to recommend
"safe loads" but gives fairly accurate values of the "resist-
ance to penetration" of the piles static loading.
From a mechanical point of view, the assumptions on
which this formula is based are sound.
Boussinesq's formula, recommended by Professor Morri-
son's article, was developed to estimate the stresses at any
point in "homogenous elastic solids of indefinite extent"
due to a concentrated load applied normal to the surface.
Soils are not homogenous, isotropic or perfectly elastic,
and since all of these properties are assumed in deriving
the equations we cannot expect the formula to necessarily
give an accurate picture of how stresses vary in soils.
Similarly with pile driving formulae of the Hiley type,
the properties enumerated above have to be assumed and
since both types of calculation, although different in appli-
cation, contain assumptions of the same nature, there is
no reason why one should be more accurate than the other.
The Author
The author wishes to express his appreciation of the
interest in this paper taken by Professor Legget and Mr.
Carrière as shown by the discussions which they have con-
tributed. He has no hesitation in endorsing what has been
said by Professor Legget with the exception, perhaps, of
his remark regarding the use of a pile driving formula as
a guide to the determination of the number of piles required.
It would appear that the process implied here is that from
the results of observation on the driving of one or several
piles into the ground at the site an estimate of the safe carry-
ing capacity of a single pile is thereby ascertained. Then the
total weight of the structure divided by that carrying
capacity per pile gives the number of piles required. If this
be the process implied by Professor Leggett, the author
takes exception to it, except in the case of bearing piles, in
6. Structural Engineer, Vol. 8, July and August, 1930.
which case, however, the results of a driving formula are
of no value. For there is no relationship between the settle-
ment of a group of floating piles and the resistance to
penetration of a single pile. The only rational process is
to work out the settlement due to the compression of the
stratum below the piles.
In connection with Mr. Carrière's discussion, the author
is quite prepared to admit, as he has already in this paper,
that under proper, though uncommon, conditions, the static
resistance to penetration is roughly equal to the dynamic
resistance to penetration and that a pile driving formula
will give approximately the resistance to dynamic pene-
tration in the case of a single pile. But such result is of little
actual value in the design of pile foundations with the
exception, perhaps, of cases where the piles are very widely
spaced and can therefore be taken to act as individuals,
as, for example, in the case of a pile bent in a railway
trestle.
The assertion that the assumptions on which the Hiley
formula is based are sound is hardly tenable. It is based on
a number of assumptions some of which may well be ques-
tioned and, moreover, its derivation would not likely sur-
vive a vigorous mathematical analysis. Terzaghi has given
a more comprehensive formula based on the theory of
semi-elastic impact. It is, however, not profitable to indulge
in such elaborate mathematical analysis except from the
point of view of academic interest.
The author was not aware that he had recommended
Boussinesq's formula and regrets that his remark should
be so interpreted. It is always difficult to know what may
be read into one's written statements. For purposes of
illustration some formula had to be chosen. It is difficult
to follow, however, the argument offered by Mr. Carrière
in this connection. Merely because two entirely different
formulae are of necessity based on simplifying assumptions
is, of itself, no reason to suggest that the order of the
accuracy of the one is not higher than that of the other.
The important point in connection with pile foundations
is not the resistance of a single pile to penetration but
rather the amount of settlement which a group of such
piles will suffer under a certain load in a given time interval.
Such probable settlement can, and has been, estimated with
sufficient accuracy by means of suitable formulae. It is
hopeless to expect that any pile driving formula, based on
the theory of impact, can ever yield such results. Locally
applicable driving formulae based solely on driving experi-
ence and subsequent loading tests can, of course, be de-
veloped. However, very few loading tests on groups of pries
have ever been carried out.
64
February, 1940 THE ENGINEERING JOURNAL
REPORT OF COUNCIL FOR THE YEAR 1939
Council is pleased to report to the membership on a year
that has been marked with many important events, but
which withal has been a successful one for the Institute.
The many reports from branches and committees which
follow herewith largely make up the history of the year,
and indicate the wide field in which the Institute operates.
As the progress of the Institute is but the sum of the
activities of the branches, it is recommended that these
reports be read carefully.
With the Institute as with individuals and other organ-
izations in Canada, the declaration of war has been the
principal event of the year. Up to the year's end it has not
affected the affairs of the society to any great extent, but
it is probable that within the next twelve months the
course of Institute history will be greatly altered by it.
Many members are taking leading parts in the war activity
of the nation. In the active forces, in government and in-
dustry, many of the greatest responsibilities fall on the
shoulders of engineers whose names are familiar to us all.
It is Council's hope that good fortune and success will
attend them in their every effort.
Finances
The surplus for this year is larger than has been declared
for some time. It is satisfactory to note that it comes from
an increase in revenue as well as from a decrease in
expenditure. The Treasurer's report and that of the
Finance Committee deal with this in more detail. The fine
work of the latter deserves special notice. A study of the
report will be interesting as well as informative. The changes
in the physical characteristics of the Journal, which were
recommended by the Publication Committee and were
inaugurated at the first of the year, have resulted in a sub-
stantial saving in cost, and an increase in advertising space
has brought about a nett increase in income. It appears
from the comments that have been received that the
changes in material and arrangement of the interior of the
Journal have met with general satisfaction. Additional
changes are planned for the near future which it is
hoped will make the Journal still more attractive to the
members.
It is regrettable if the advent of war will interrupt the
steady improvement in Institute affairs which has been
evident in recent years. If it were possible to continue
this acceleration, or even to maintain the present level for
a few years, Council would be able to enlarge the pro-
gramme of activities and to prosecute more successfully
some of those already underway so that the Institute
would more than ever fulfil its objectives.
It is expected that enlistment in the active forces will
reduce the numbers participating in branch activities, and
consequently adversely affect the revenue of the Institute.
Already Council has ruled that fees of members in over-
seas service shall be remitted upon application, and regu-
lations and instructions that will be appropriate are now
being prepared for publication.
Visits to Branches
The President visited every branch at least once within
the year, and throughout all his visits was enthusiastically
received by branch officers and members. At every oppor-
tunity he spoke at the universities to the undergraduate
body and in this fertile field spread the gospel of good
citizenship, professional status and the work of the Institute.
On frequent occasions he addressed service clubs and other
non-professional bodies, thus doing much to keep the pro-
fession favourably in the public eye. He presided at five
Council meetings in five different cities distributed from
Pictou, Nova Scotia, to Calgary, Alberta.
The General Secretary visited twenty of the branches,
most of them in the company of the President.
Council Meetings
Council has continued the practice of holding meetings
away from Headquarters when possible, and perhaps estab-
lished a new record in the number so held within a year.
Out of eleven meetings, five were held away from Montreal,
at the following cities, the bracketted figures, which include
guests, showing the number in attendance: Pictou (21),
Ottawa (38), Toronto (45), Hamilton (37), Calgary (24).
Voluntary Service Registration Bureau
Headquarters, in co-operation with the Canadian Insti-
tute of Mining and Metallurgy and the Canadian Institute
of Chemistry, completed a very intensive effort to secure
for the Government a record of education and experience
for all technically trained men in Canada. Over 16,000
questionnaires were submitted to the members of fifteen
engineering organizations, including all provincial profes-
sional associations. These records have been turned over
to the Voluntary Service Registration Bureau at Ottawa,
where, under the guidance of Dr. H. M. Tory, the register
will be operated for the benefit of industry and govern-
mental departments.
Maritime Meeting
A Maritime Professional Meeting was held at the end
of August at Pictou, Nova Scotia. A very efficient com-
mittee made up of representatives from all four Maritime
branches, prepared a programme of papers and social
events that pleased everyone. The attendance was satis-
factory, particularly in view of the disturbed international
situation which came to a head just at that time, and
finally resulted in the declaration of war on the last day of
the convention. Such a meeting in the Maritimes was
particularly appropriate in view of the fact that a maritime
president was in office. President McKiel was present for
all functions and presided at the meeting of Council which
was held on August 30th.
By-law Changes
As an outcome of the very complete report made last
year by the committee on Membership and Management
under the chairmanship of Professor R. A. Spencer, certain
by-law changes are being sponsored by Council, and will
be submitted to the members early in 1940. The effect is to
eliminate the present classification of Associate Member,
leaving only one class of corporate members i.e., Member,
and somewhat changing the qualifications for that classi-
fication. It is believed that such an amendment will facilitate
negotiations towards closer co-operation between the pro-
vincial professional bodies and the Institute.
Provincial Professional Associations
Substantial progress has been made in negotiations with
provincial professional associations, as will be seen in the
report of the Committee on Professional Interests. This
committee has carried on most effectively the work started
in previous years and is now able to announce the out-
standing event of the year, the completion of a ballot on a
proposed agreement with the Association of Professional
Engineers of Nova Scotia. The several years of thought
and negotiation on the part of many members of the
Association and the Institute finally resulted in an agree-
ment which was submitted to and approved by the "elector-
ate" in December. The agreement is to be signed by your
President and Secretary in Halifax on January 25th, 1940.
The Institute representatives in other provinces report
that conversations are underway which it is hoped will
lead to similar agreements with the provincial bodies in
other parts of Canada. Council is very happy to know
that such is the case and will be glad at any time to assist
the provincial joint committees whenever deliberations have
proceeded so far that its active co-operation is requested.
THE ENGINEERING JOURNAL February, 1940
65
Council is pleased to acknowledge the kindness and
courtesies received by the Institute and by its officers, from
officers of the various provincial associations, and wishes
to make special acknowledgment to the officers and execu-
tive of the British Columbia Association for the luncheon
which they tendered the President and General Secretary
of the Institute when they were in Vancouver. The helpful
attitude of the officers of the Nova Scotia Association has
been very much appreciated, and Council is delighted that
these many meetings have resulted finally in a mutually
satisfactory agreement.
The Saskatchewan agreement is now in the second year
of its operation, and it becomes possible to offer a prelim-
inary report on its effectiveness. The principal advantages
of all such agreements are that they establish and encourage
a closer co-operative effort by and between engineers. It
is difficult to properly appraise such values, although their
existence is never in doubt, but cold figures are available
that show the results as far as the membership lists are
concerned. These are shown elsewhere in the report of the
Committee on Professional Interests.
International Relations
One of the most active committees has been that dealing
with international relationships. Perhaps the greatest
effort ever made by the Institute towards international
co-operation was worked out by this committee in the
preparations for the British American Engineering Con-
gress, which unfortunately had to be cancelled at the last
minute because of the impending outbreak of war. Other
activities of the committee are referred to in its annual
report.
Training and Welfare of the Young Engineer
During the year a special committee was set up at the
President's request, to explore the field of service for the
young engineer. This committee has finished a year of great
activity and has already accomplished a considerable amount
of the work that was assigned to it. The report which fol-
lows gives some idea of the immensity of the task and
methods that were followed in successfully carrying it out.
The Institute has been fortunate in all its committees,
as a survey of the year's activities will show, and the Council
is glad of this opportunity to express its appreciation of
the time and effort expended by these gentlemen in the
interest of the profession.
Julian C. Smith
It is with deep regret that the death of a past-president
has to be recorded. Dr. Julian C. Smith, who was president
in 1928, passed away on June 24th, 1939. Dr. Smith had
never ceased to be interested in the Institute, and was
ready at all times to give of his time to officers and coun-
cillors who came to him over a long period of years for
advice and counsel on Institute affairs. His death has been
felt very seriously by all those who knew him, and with
his going the Institute has lost one of its strongest friends
and most helpful supporters.
Headquarters
During the year Mr. Louis Trudel was installed at Head-
quarters as assistant to the secretary. Since then he has
become familiar with the requirements of the position and
given very valuable service. This was particularly true
during the absence of the secretary from the office this
summer while confined to the hospital as the result of an
accident, at which time the burden fell almost entirely
on Mr. Trudel's shoulders.
For the second year Council issued Institute Christmas
cards. Two thousand were sent out by officers, branch
executives and Headquarters. The demand was substantially
greater than in 1938
The Fifty-Third Annual General Meeting was convened
at Headquarters on January 26th, 1939, and was adjourned
to the Chateau Laurier, Ottawa, on February 14th, 1939,
where, under the auspices of Their Excellencies Lord and
Lady Tweedsmuir, a most successful annual and profes-
sional meeting was concluded. A full account of this meeting
appeared in the March, 1939, Journal.
Roll of the Institute
During the year 1939, three hundred and fifty-four can-
didates were elected to various grades in the Institute.
These were classified as follows: twenty-eight Members;
one hundred and two Associate Members; forty-four
Juniors; one hundred and seventy-four Students, and six
Affiliates. The elections during the year 1938 totalled three
hundred and twenty.
Transfers from one grade to another were as follows:
Associate Member to Member, twenty; Junior to Member,
one; Junior to Associate Member, fifty-one; Student to
Associate Member, twelve, and Student to Junior, twenty-
three, a total of one hundred and seven.
The names of those elected or transferred are published
in the Journal each month immediately following the
election.
Removals from the Roll
There have been removed from the roll during the year
1939, for non-payment of dues and by resignation, twenty-
one Members; seventy-one Associate Members; thirteen
Juniors; eighteen Students; three Affiliates, a total number
of one hundred and twenty-six. Six reinstatements were
effected, and sixteen Life Memberships were granted.
Deceased Members
During the year 1939 the deaths of forty members of
the Institute have been reported as follows:
Members
Abell, Harry Clinton
Dancer, Charles Henry
Davis, George Sanford
Dow, John
Emra, Frederic Harcourt
Gill, James Lester Willis
Grant, William Roy
Hodgins, Arthur Edward
Japp, Sir Henry
Kaelin, Frederick Thomas
Macallum, Andrew Fullerton
McDonnell, Frank
McKenzie, Bertram Stuart
McLean, Norman Berford
McMaster, Alexander T. Carson
Reid, John Garnet
Risley, Wilfred Cary
Ross, Donald William
Smith, Julian Cleveland
Spencer, Raymond A.
Taché, Joseph Charles
White, Thomas Henry
Wilkie, Edward Thomson
Associate Members
Boast, Richard Griffith
Bonnell, Mossom Burwell
Boulian, Job Ivan
Bourbonnais, Paul Emile
Casgrain, Senator Joseph
Philippe Baby
Cassidy, John Francis
Coxworth, Thomas Walker
Cripps, Bernard Harold
Cross, George Esplin
Desmeules, Sylvio A.
Drewry, William Stewart
Evans, George Edward
Landry, Joseph Honoré
Nicholson, Thomas Herbert
Stadler, John Charles
Murray, Robert Roy
Affiliate
Jones, Frank Percy
Total Membership
The membership of the Institute as at December 31st,
1939, totals four thousand, eight hundred and thirteen.
The corresponding number for the year 1938 was four
thousand, six hundred and thirty.
1938
Honorary Members , 16
Members 1,053
Associate Members 2,218
Juniors 496
Students 806
Affiliates 41
4,630
1939
Honorary Members 16
Members 1,057
Associate Members 2,287
66
February, 1940 THE ENGINEERING JOURNAL
Juniors 496
Students 914
Affiliates 43
4,813
Respectfully submitted on behalf of the Council,
H. W. McKiel, M.E.i.c, President.
L. Austin Wright, a.m.e.i.c, General Secretary.
TREASURER'S REPORT
The President and Council:
The finances of the Institute show a substantial improve-
ment over last year with a surplus of $4,210.93 which is
gratifying.
Unfortunately this surplus does not represent a liquid
asset as most of it went to cover an overdraft of $3,210.94
in the Institute's account in the bank last year. The amount
is insufficient to reimburse the moneys borrowed from the
special funds some time ago which loan now stands at
$3,314.98.
No item of expense has been included to represent the
depreciation on the building, nor in the present condition of
the Institute finances would anything be gained by so doing.
Your treasurer is pleased at the improvement in the
Institute's finances in the last few years and hopes that
the present policy will be continued so that a useful cash
balance may be shown in the near future.
Respectfully submitted,
De Gaspe Beaubien, m.e.i.c, Treasurer.
FINANCE COMMITTEE
The President and Council:
The statement of revenue and expenditure which is pre-
sented herewith reflects the healthy condition and satis-
factory growth of the Institute during the past year. In
the opinion of your committee, this result is largely due
to the increase in branch activities and the greater interest
in Institute affairs, which have followed successive visits
of our presidents and the General Secretary to the branches
from coast to coast. The active functioning of the branches
is reflected in the increase in new members, current fees
paid, and arrears collected. Expenditures have been kept
to a minimum commensurate with the requirements of
your membership. The decrease in these expenditures from
last year is due in no small part to the loyal co-operation
of the General Secretary and the Headquarters' staff.
The surplus of revenue over expenditure has enabled your
committee to liquidate the bank overdraft and to start the
new year with an amount of cash on hand slightly larger
than last year. It should be remembered, however, that the
Institute has a very difficult year ahead. We should give to
our members on active service, every facility to maintain
their membership in the Institute without cost to them and
to do this we believe we can depend upon loyal co-operation
of every member of the Institute.
Respectfully submitted,
Fred Newell, m.e.i.c, Chair man
COMPARATIVE STATEMENT OF REVENUE AND EXPENDITURE
For the Year Ending 31st December
Expenditure
Revenue
Membekship Fees: 1939
Arrears $ 3,459.52
Current 26,581.91
Advance 406.1 1
Entrance 1,894.00
1938
$ 2,404.50
25,766.28
545.15
1,438.00
$32,341.54 $30,153.93
Publications:
Journal Subscriptions and Sales $ 7,390.68
Journal Advertising 13,660.24
$ 7,041.60
14,710.43
$21,050.92 $21,752.03
Income from Investments .
Refund of Hall Expense.
Sundry Revenue
457.89
520.00
5.60
448.21
485.00
26.69
Total Revenue $54,375.95 $52,865.86
Building Expense:
Property and Water Taxes
Fuel
Insurance
Light, Gas and Power
Caretaker's Wages and Services .
Maintenance and Repairs
1939
1938
$ 2,020.56
$ 2,031.73
492.25
373.81
229.67
189.32
311.05
314.90
913.00
878.00
766.59
653.95
$ 4,733.12 $ 4,441.71
Publications:
Journal — Salaries and Expense .
Sundry Printing
$15,244.69 $18,275.00
457.40 769.61
$15,702.09 $19,044.61
Office Expense:
Salaries
Telephone, Telegrams and Postage . . .
Office Supplies and Stationery
Audit and Legal Fees
Messenger and Express . .
Miscellaneous
Depreciation — Furniture and Fixtures.
$12,534.07
$11,453.64
1,848.45
1,736.28
1,094.11
1,265.29
250.00
315.00
93.79
111.67
555.74
808.85
368.70
409.66
$16,744.86 $16,100.39
General Expense:
Annual and Professional Meetings $ 2,316.89 $ 1,873.77
Meetings of Council 449.62 432.88
Travelling 1,244.01 1,267.61
Branch Stationery 242.06 201.23
Students Prizes 46.35"! 69.79
E.I.C. Prizes 286.25}- 288.45
Gzowski Prizes 34.50J 17.25
Library Salary 600.00 600.00
" Expense 456.36 401.95
Interest, Discount and Exchange 181.45 225.43
Examinations and Certificates 22.75 11.66
Committee Expenses 167.08 445.83
National Construction Council 100.00 150.00
Sundry 92.15
$ 6,289.47 $ 5,962.53
Rebates to Branches $ 6,695.48 $ 6,401.58
Total Expenditure $50,165.02 $51,950.82
Surplus for tear 4,210.93 915.04
$54,375.95 $52,865.86
THE ENGINEERING JOURNAL February, 1940
67
LEGISLATION COMMITTEE
The President and Council:
Your Legislation Committee begs to submit the present
report concerning its activities in 1939:
(a) The Committee has not been called upon to consider
any suggestion or report concerning legislation which
might have been made by a Branch or a provincial
division.
(b) In regard to legislation, either actual or proposed, which
is likely to affect the interests of the Institute or of its
Members, the Committee submits the following in-
formation:
1. In Quebec, a bill presented early in the year to the
Provincial Legislature by the Association of Archi-
tects of the Province of Quebec, which might have
affected the interests of some members of the Insti-
tute, was later withdrawn.
2. In British Columbia, an attempt was made, at the
recent 1939 session of the Legislature, to pass a
bill for the licensing of contractors of all kinds.
This bill was extensive and far reaching. On account
of the very little time given to the interested parties
to study the bill and of representations made to that
effect, the proposed legislation did not receive the
approval of the Private Bills Committee and, con-
sequently, was not brought down in the House. It
is very probable that a similar bill will be presented
next year.
3. To the knowledge of the Committee, no other at-
tempt to pass any legislation was made in 1939
and no other legislation is proposed for 1940, in
any province, which is likely to affect the interests
of the Institute or of its Members.
(c) At the request of Council, the question of certain income
tax concessions granted to a class of professional men
and refused to others, among which were the engineers,
was studied and representations were made to the
Commissioner of Income Tax at Ottawa to the effect
that under similar circumstances the members of all
professions should be treated alike and further, that,
if the difficulties which have arisen in the past with
regard to claims for allowance of automobile expenses,
depreciation, etc., were due to the lack of proper records
showing the amounts actually expended for business
purposes, the Department should supply the proper
forms to, and enforce their use by, the interested parties
so that it may (1) determine, as closely as possible, to
what extent the automobiles were used for business
purposes and for personal purposes, and (2) make the
proper deductions or allowances on the Income Tax
returns.
It is too early yet to foresee what will be the decision of
the Department of National Revenue concerning this
matter.
Respectfully submitted,
Alex. Larivière, m.e.i.c, Chairman
COMPARATIVE STATEMENT OF ASSETS AND LIABILITIES
As at 31st December
Assets
Current:
Cash on hand and in Bank ....
Accounts Receivable $3,162.93
Less: Reserve for Doubtful Ac-
counts 103.17
Arrears of Fees — estimated .
Special Funds — Investment Account:
Investments $7,285.14
Cash in Savings Accounts 3,281.70
Due by Current Funds 3,314.98
Investments at Cost:
$4,000 Dominion of Canada,
4^%, 1959 $4,090.71
200 Dominion of Canada,
4^% 1958 180.00
100 Dominion of Canada,
4^% 1946 96.50
1,000 Montreal Tramways,
5% 1941 950.30
2,000 Montreal Tramways,
5% 1955 2,199.00
500 Prov. of Saskatchewan,
5% 1959 502.50
2 Shares Canada Perman't
Mortgage Corporat'n. 215.00
40 Shares Montreal Light,
Heat & Power, N.P.V. 324.50
Advances to Branches
Advance Travelling Expenses
Deposit — Postmaster
Prepaid and Deferred Expenses
Gold Medal
Library — At Cost less Depreciation
Furniture and Fixtures — At Cost less De-
preciation
Land and Buildings — at Cost
1939
3,059.76
2,500.00
8,558.51
100.00
100.00
100.00
804.23
45.00
1,448.13
3,708.75
91,495.22
1938
$ 432.38 $ 115.82
3,277.71
2,500.00
$ 5,992.14 $ 5,893.53
13,881.82 12,013.62
8,558.51
100.00
100.00
100.00
602.18
45.00
1,448.13
3,687.02
91,495.22
$126,233.80 $124,043.21
Liabilities
Current:
Bank Overdraft
Accounts Payable
Rebates due Branches
Library Deposits .........
Amount due Special Funds .
1939
$ 2,494.13
722.03
5.00
3,314.98
1938
3,210.94
3,248.08
645.68
5.00
3,314.98
$ 6,536.14 $10,424.68
Special Funds:
As per Statement attached 13,881.82 12,013.62
Reserve for Building Maintenance 350.00 350.00
Surplus:
Balance as at 1st Jan., 1939. . $101,254.91
Add: Excess of Revenue over
Expenditure as per
Statement attached.
4,210.93
105,465.84 101,254.91
$126,233.80 $124,043.21
Audit Certificate
We have audited the books and vouchers of The Engineering Institute of Canada for the year ended 31st December, 1939, and have
received all the information we required. In our opinion, the above Statement of Assets and Liabilities and the attached btatementot
Revenue and Expenditure for 1939 are properly drawn up so as to exhibit a true and correct view of the Institutes affairs as at dlst
December, 1939, and of its operations for the year ended that date, according to the best of our information and the explanations given to us
and as shewn by the books. „ , . _ _ . ~
(Sgd.) Ritchie, Brown & Co.,
Montreal, 23rd January, 1940. Chartered Accountants.
68
February, 1940 THE ENGINEERING JOURNAL
PUBLICATION COMMITTEE
The President and Council:
During the year 1938, the Publication Committee, at
the request of the Council, made an exhaustive study of
matters pertaining to the publications of the Institute,
especially the Engineering Journal.
As a result, a report was presented to the Council, in
which the opinion was expressed, that it was not advisable
to make any sweeping transformation of the Journal which
would have the effect of altering the character of this
publication, which had been firmly established for over
twenty years.
The Committee, however, recognized the fact that owing
to the comprehensive character of the Institute activities
and the wide scope of professional interests of its members,
it was very difficult to provide sufficient technical papers
to meet its needs. It therefore recommended that certain
additions be made to broaden the interest and increase the
diversification of the material published.
To attain this end, a section entitled "Abstracts of
Current Literature" was added. This section was to cover
all branches of engineering, and a number of members of
the Institute were asked to act as advisory Members of the
Publication Committee. Thirty-five members kindly agreed
to act. Their functions were to consist in preparing, each
in his own field of engineering, abstracts of articles of
importance published in other periodicals.
It was thought also that short papers, not as a rule
exceeding one or two pages in length, would be of interest
to the members.
Several other minor changes were also made, all with
the object of improving the general tenor of the publica-
tion. These changes and additions came into effect in the
January issue of 1939, and have been carried out for the
whole year.
The Committee met at least once a month during the
year. All papers and matters generally connected with the
publication of the Journal were submitted by the General
Secretary to the Committee for approval. As far as possible,
papers were proportionately divided amongst the various
branches of Engineering.
It must be noted that to achieve the results anticipated
by the new set up of the Journal the support of the Advisory
Members of the Publication Committee, together with that
of all members of the Institute, must be accorded and con-
tinued.
With such support, we may look forward to a pub-
lication of which the Institute will be proud.
Respectfully submitted,
A. Duperron, M.E.i.c, Chairman.
LIBRARY AND HOUSE COMMITTEE
To the President and Council,
Your committee reports as follows:
Meetings were held throughout the year whenever
necessary to deal with matters other than those which are
customarily handled as a matter of routine by the staff.
Authorization was obtained for the re-decoration of the
washroom early in the year; this was the only major item
left over from the programme of last year. In addition,
emergency repairs were necessary in the caretaker's pre-
mises due to a break in the plumbing ; some other alterations
were also made to improve the heating system.
The Committee recommends that illumination be pro-
vided for the front porch. Due to the lateness of the season,
this recommendation is passed to next year's officers.
Some necessary replacements were made to the furniture
in the reading room; the accommodations were greatly
improved thereby and favourable comment has resulted.
In the past the reading room has been open until 9 p.m.
daily (6 p.m. Saturdays). Due to serious inconvenience to
the staff and negligible use by the members, Council agreed
to our proposal to close the building at 6 p.m., except when
meetings are to be held. This has worked out satisfactorily.
Any member desiring to use the reading room after hours
may do so without restriction by telephoning prior to
regular closing time.
It was agreed that photographs of past secretaries of the
Institute should be obtained as a matter of record. As soon
as all necessary pictures have been secured, they will be
suitably framed and properly placed.
Library and Information Service
Your committee regrets that the Library Services are
not used as extensively as they might be, and that the library
accessions are limited by the small funds available. The
statistics for the year 1938 and 1939 are as follows: —
Requests for information
Bibliographies compiled (number of pages)
Photostats furnished (number of pages) . . .
Accessions to library (largely reports, etc.).
Books presented for review by publishers. .
1939
1938
L,222
727
70
56
78
129
515
464
35
35
The question of how to reach and maintain the standard
at which the Institute Library should aim has been dis-
cussed at length, but your committee was not able to
approach Council with a definite scheme during the past
year. It is recommended, however, for our successors that
a subsidiary committee be appointed with capable men in
the various branches of engineering to review the library
situation and make suggestions for the acquisition of
modern current text and reference books ; and eventually that
an application should be made to Council for an annual
grant (of about $150.00) for the purchase of such books as
are recommended.
This committee with the General Secretary should also
consider how best to obtain for the Journal reviews of the
current technical books received from publishers. The
library has benefited greatly from this source ; in fact it has
provided practically all of the additions of text books for
some time past. The difficulty of obtaining voluntary
co-operation from the membership in this matter adds
considerably to the work of the headquarters staff, and
some organized scheme should be developed.
Respectfully submitted,
Brian R. Perry, m.e.i.c, Chairman.
PAPERS COMMITTEE
The President and Council:
The Committee begs to present the following report for
1939.
An attempt has been made throughout the year to en-
courage the exchange of speakers and papers among the
various branches, particularly the more isolated. In this
we have not been as successful as we would like, although
many of the Branches have had excellent programmes with
good speakers and many papers of merit have been pre-
sented.
We are of the opinion that to make the work of the
Papers Committee as effective and successful as it should
be, a clearing house should be established where copies of
all papers presented at Branches would be sent and names
of speakers who address the Branches would be registered.
In this way we would be able to offer greater assistance to
those Branches where there is not a sufficient supply of
speakers and papers.
This year a sum of money was voted for travelling ex-
penses for speakers in the Prairie Provinces. We are of the
opinion that as much assistance as possible should be given
to encourage good Branch programmes and activities.
Respectfully submitted,
James A. Vance, m.e.i.c, Chairman.
THE ENGINEERING JOURNAL February, 1940
69
COMMITTEE ON THE TRAINING AND WELFARE
OF THE YOUNG ENGINEER
The President and Council:
By decision of Council at its regular meeting in Hamilton,
Ontario, on May 27, 1939, a Committee on the Training
and Welfare of the Young Engineer was named.
The terms of reference contained in Minute 9653 of that
meeting stated: —
"It is suggested to this Committee that three phases
of investigation be pursued for the present —
"(a) The training of the engineer, including the period
in high school, with a view to ascertaining if any changes
in the Canadian system would seem to be desirable.
"(b) The method of absorption by the profession of
the young engineering graduate, and what can be done
to facilitate this absorption.
"(c) The relationship of the Institute and the young
engineering graduate to organized engineering, and what
The Engineering Institute can do to interest and serve
this group.
"If, in the course of the study above suggested, it
would seem advisable to the Committee to pursue
additional lines of investigation, the Council will be glad
to receive suggestions as to the enlargement of the scope
of the Committee's activities."
The fact that the members of the Committee were scat-
tered from Halifax to Vancouver precluded the possibility
of an organization meeting without entailing considerable
expense, either to the Institute or to the individual mem-
bers. The Committee members were canvassed by letter
as to the avenues we should follow in our preliminary
investigations. The suggestions offered were indicated in a
questionnaire which was sent by the Committee to about
460 selected members of the Institute and to several others
who are interested in engineering education.
Replies were received from 23 per cent of the inquiries,
and are still being received. It is encouraging to note that
they have come, generally, from engineers of wide experi-
ence and responsibility, and it is encouraging to the Com-
mittee to have these valuable opinions on which to base
conclusions.
Thirteen of the twenty-two questions submitted could
be answered, in whole or in part, by a positive or negative
reply. The remaining questions required a statement of
opinion or of details amplifying the direct questions. The
replies indicated the opinions of the members in the follow-
ing proportions.
(a) That the Institute should undertake some form of
vocational guidance work among high school boys — 65 per
cent.
(b) That the Institute should have a more direct contact
with engineering school activities — 86 per cent.
(c) That the Institute should devote more time to young
engineer activities and assist him in adapting himself to
his profession — 75 per cent.
(d) That the entrance requirements to the several Cana-
dian engineering schools should be standardized at a high
level — 80 per cent.
(e) That the present college period in engineering train-
ing is sufficient — 80 per cent.
(f) That the essential training of an engineer should be
of a general character — 90 per cent.
(g) That more attention must be given at some period
in the engineer's education, to such cultural and economic
subjects as are necessary to equip him for the present day
requirements of his profession — about unanimous.
We shall briefly summarize some of the expressed
opinions on these several matters, and give the recom-
mendations of the Committee as to positive action necessary
to make these proposals effective.
The E.I.C. and Vocational Guidance
It is the opinion of the Committee that the Institute
should undertake a systematic collaboration with the
educational authorities in the assistance of students in the
selection of their professions. It is not intended that we
should urge young men to adopt engineering as a pro-
fession, but it is evident that the need exists for guidance
in the selection of a profession and conversely that the
profession should, to some extent, select its students.
The opinion has been expressed by many members of
the Institute that this function should be largely advisory,
with a carefully selected personnel of those who will be
actively engaged in the work.
The problem before the Committee is to propose methods
to be adopted by the Institute to best serve the varying
conditions in the many communities where this service
may be required.
We ask leave to make the following recommendations: —
(a) That a permanent committee of the Institute shall
be set up, or that this present committee or its successor
be so instructed, to centralize the vocational or student
guidance activities of the Institute, and to prepare such
instructions, reports, pamphlets, etc., as may be required
for the assistance of the Branch Guidance Committees
herein proposed.
(b) That each branch of the Institute be asked to
appoint a vocational or student guidance committee to
undertake personal contacts, addresses to student bodies,
co-operation with the local educational authorities, and to
co-operate with other related work in the several com-
munities of the branch districts.
(c) That following the establishment of the Central
Committee, the educational authorities of the several pro-
vinces shall be advised of the readiness of the Institute to
co-operate in the student selection for engineering courses,
and
(d) That it will be a function of the Institute to bring to
prospective engineering students such authoritative in-
formation as may be necessary to give them a definite
perspective of the educational and cultural requirements,
the opportunities of employment, the trends in engineering
occupation, the extent and value of the several available
courses of study, and other related information.
The E.I.C. and Engineering Student Activities
The future growth of the Institute is definitely dependent
on the interest of the young engineers in its activities. It is
incumbent on the Institute, therefore, to offer its services
to these students while they are attending the several
engineering schools. How it can best accomplish this pur-
pose is a matter which requires further discussion by the
Committee.
The Dominion Bureau of Statistics in its report "Higher
Education in Canada 1936-38," shows that 3,677 students
attended Canadian Schools of Applied Science and Engineer-
ing in 1937, an increase of 1,456 in 10 years. The same year
537 students graduated, an increase of 206 in 10 years.
These students have their own engineering societies. The
Engineering Institute of Canada provides annual prizes,
and several of the Institute branches hold joint meetings
with these student societies. Other proposals have been
made to the Committee and these are to receive our further
attention.
The E.I.C. and the Young Engineer and His
Adaptation to the Profession
It is agreed that the training necessary for any young
engineer cannot be acquired up to his graduation in Applied
Science. Much more time must be given to such training
after graduation. What The Engineering Instutute can do
to stimulate these extra-mural studies and to provide
direction in the many fields open for students is still
receiving the attention of this Committee.
We are ready, however, to propose to the Institute and
to its branches, that more attention should be given to the
part taken by the young engineers in branch activities.
Where Junior Sections are not possible, these young men
should be represented on the branch executives and on
70
February, 1940 THE ENGINEERING JOURNAL
many of the committees. They should be encouraged to
take part in discussions and a regular meeting each year
should be arranged and conducted by them.
Other worthy suggestions have been made, including
study clubs, where a variety of subjects could be selected
for study and discussion. These, as suggested by Dr. F. H.
Sexton of the Nova Scotia Technical College, "would cor-
rect the tendencies of the University training which is
admitted to be unavoidably narrow and specialized in order
to give the student that degree of mastery of science,
mathematics and technical knowledge that is necessary for
competency in the profession of engineering.
"The study clubs would broaden the young graduate,
and perhaps some of the older ones, to enable them to
perform their functions in a way which would render wider
human service. There is a common feeling abroad that the
engineer pursues his activities with a singular efficiency,
but without any attention to serious social and economic
progress."
The question of assistance to the young engineer in
adapting himself to his profession has brought out a diver-
sity of opinion. It is admitted that the older members could
take a greater interest in these young men and closer con-
tacts at branch meetings would increase the influence of
these older men on them. At the same time the inherent
initiative of the young man must not be hampered and he
must, on his own, make his way among his fellows.
Entrance Requirements to Engineering Schools
Present examinations for entrance to Canadian engineer-
ing schools vary from a minimum of "junior matriculation
in English, mathematics, classics, history and geography,
chemistry, physics and French with a pass mark of 40 per
cent" to a four year course leading to a Bachelor of Science
degree, to a maximum of "junior matriculation plus one
year in Arts or Science" or "senior matriculation with a
pass mark of 65 per cent" to a four year course leading to
a Bachelor of Science or Bachelor of Engineering degree.
With this evidence, and the stated opinions of a majority
of our members of the necessity, a standardization at a high
level of the entrance requirements to engineering is
urgently needed. This proposal may be considered drastic
but we believe it is vital to the higher academic and cul-
tural standard needed by the Profession if it is to assume
its rightful place in our national life.
The Extent and Character of the College
Training Period in Engineering
The opinions expressed on these subjects have been
many and varied, with an evident unanimity on
(a) The present college years should not be extended;
(b) The essential training of all engineers should be of a
general character;
(c) Sufficient technical training is now available, — but
(d) More attention, at some period in the training years,
should be given to the humanities, public speaking, English,
business administration, engineering law and economics.
The questions of the absorption of the graduate into the
profession and the relationship of The Engineering Institute
to this problem have received some attention and sugges-
tions have been offered by the Institute members. These
will have to be discussed with the idea of evolving some-
thing practical which can be adopted in the best interests
of the young graduate, the profession and the Institute
itself.
The matters for discussion include summer vacation
employment, extra-mural studies, increasing branch activi-
ties among the university students, and the young gradu-
ates, arranging contacts with the older men, extending the
field of employment, and quite definitely employment trends
and opportunities.
The whole of our studies, so far, indicate the need for
the work we have undertaken. Branches of the Institute
have discussed the question at regular meetings, in each
case placing emphasis on one or more phases. Local educa-
tion authorities are interested in our activities and they
are awaiting a definite programme of co-operation which
will lead to a better understanding between the profession
and the educationists, and more available information to
the students desiring to enter the profession.
In closing this preliminary report, we wish to express
the appreciation of the Committee for the assistance given
by the members of the Institute, and others, who have
given valuable suggestions in the replies to our questionnaire,
and to the apparent interest of the profession generally in
the Training and Welfare of the Young Engineer.
Respectfully submitted.
Harry F. Bennett, m.e.i.c,
Chairman.
COMMITTEE ON PROFESSIONAL INTERESTS
The President and Council:
The tangible results of the co-operative agreement
between the Association of Professional Engineers of
Saskatchewan and the Institute, which has now been in
operation for a little over one year, are perhaps the best
evidence of the benefits accruing to the engineering pro-
fession in a province by the consummation of such an
agreement. During the year forty-eight members of the
Professional Association, who were not previously members
of the Institute, joined the latter body and thirty-three
members of the Institute became members of the Profes-
sional Association, so that the profession in that province is
very rapidly becoming a unified organization. In addition
fifty-four members of the Association automatically became
members of the Institute with the signing of the agreement
in 1938; thus bringing the increase to date up to one
hundred and two.
The work of your Committee has been somewhat retarded
during a large portion of the year by the enforced inactivity
of your Chairman. However, in most of the provinces a
closer co-operation between the Institute and the Profes-
sional Association has been obtained by the excellent work
of your provincial sub-committees and their energetic
chairmen. The result of this work is particularly in evidence
in Alberta, Manitoba and Nova Scotia.
Your sub-committee in Alberta has submitted a form of
agreement which is the result of a series of meetings
between a committee appointed for the purpose by the
Professional Association and the sub-committee. It has
been approved by your Committee on Professional Interests
and is now ready for submission to Council. Following
approval of Council, the proposed agreement will be sub-
mitted by the joint committee to the Council of the Asso-
ciation and then to the members of the Association at the
Annual Meeting in March, 1940.
In Manitoba a great deal of work has been done by your
provincial sub-committee, and by the accredited repre-
sentatives of the Professional Association and while it is
certain that the majority of the members of the profession
in that province are in favour of an agreement, there are
some difficulties regarding points of law which have to be
settled before anything definite can be accomplished.
In Nova Scotia where it was expected that Past-President
Challies would have had the privilege, on behalf of the
Institute, of signing an agreement in the early part of 1938,
which agreement fell through owing to legal difficulties,
it is now the pleasure of your Committee to report that the
excellent work of your provincial sub-committee has
resulted in an agreement which will be signed on January
25th at Halifax. Your Committee on Professional Interests
sincerely wishes the engineering profession in Nova Scotia
every success in its new co-operative venture and trusts
that the work which has been so well done there will also
bear fruit in the other provinces in due time.
Respectfully submitted,
Fred Newell, m.e.i.c, Chairman.
THE ENGINEERING JOURNAL February, 1940
71
MEMBERSHIP COMMITTEE
The President and Council:
Your Committee on Membership has the honour of
making the following report : —
The Committee consisted of the following members:—
K. O. Whyte, Chairman H. Massue
J. G. Hall H. J. Vennes
C. E. Sisson
In an attempt to assist each branch of the E.I.C. to
realize the situation regarding membership a photostat
copy of a graph made by Mr. Massue was sent to each
of them. The graph is reproduced below.
Transfers
An analysis of this graph seems to indicate that: —
(1) University graduates, instead of immediately moving
up into the Junior class, retain their Student member-
ship to the age limit and then transfer to the class of
Associate Member. This procedure is probably the
reason for the static condition of the Junior class as
regards numbers.
(2) The Affiliate class could be very considerably enlarged.
(3) a very large transfer could be made from the class of
Associate Member to that of Member.
New Members
The formulation of a "new member policy" acceptable
to all branches presented a considerable number of difficul-
ties. Your committee has, therefore, restricted its efforts to
bringing to the notice of each branch the urgent need of
increased membership, each branch being then left to adopt
the methods it has found to be best for obtaining new
members.
Universities
The disquieting fact that only 22^2 per cent of all
graduating engineering students are Students of the
Institute is shown in the following table.
Number of No. of Percentage
Graduates S.E.I.C. of S.E.I.C.
Nova Scotia Tech. College
University of New Brunswick. . . .
McGill University
Ecole Polytechnique
Queen's University
Royal Military College
University of Toronto
University of Manitoba
University of Saskatchewan
University of Alberta
University of British Columbia . . .
24
8
33 H
per cent
13
7
50
" '
65
20
31
u (
26
.24
23
13
89
10^2
a t
43
[40
4
14
10
10
1 1 t
(( c
42
18
43
<< '
28
13
46
" '
56
17
30
St (
71
6
9
it t
632
143 223^ "
Your Committee feels that this state of affairs could be
considerably improved if one or two professors in the
engineering faculties were asked to act on the membership
committee of their branch, these gentlemen would then be
in a position to point out to each graduating class the many
advantages to be gained by joining the E.I.C.
Following instructions given by Council at its Hamilton
meeting, your committee has gathered together a few facts
regarding the E.I.C. which it thought would be useful to
members of Branch Membership Committees. These notes
have been printed in a small folder, six copies of which have
been sent to the Secretary of each Branch with a request
that they be given to the incoming membership committee.
One of these folders is attached to this report and we trust
that its contents will meet with your approval.
Respectfully submitted,
Keith O. Whyte, a.m.e.i.c,
Chairman.
ENGINEERING INSTITUTE of CANADA
MEMBERSHIP
I9IO-I939
YEARS
72
February, 1940 THE ENGINEERING JOURNAL
BOARD OF EXAMINERS AND EDUCATION
The President and Council:
Your Board of Examiners and Education for the year
1939 has had prepared and read the following examination
papers with the results as indicated :
Schedule B
I. Elementary Physics and
Mechanics
II.
Strength and Elasticity of
Materials
Number of Number
Candidates Passing
o
Respectfully submitted,
C. J. Mackenzie, m.e.i.c, Chairman.
upon Past President Vaughan at its annual meeting in
Philadelphia in December last, and that a similar dis-
tinction was awarded to Past President Fairbairn by the
American Society of Civil Engineers at its annual meeting
in New York, on January 17th of this year.
A member of the Committee represented the Institute
at the annual meeting of the American Institute of Elec-
trical Engineers in June at San Francisco.
The Chairman of the Committee on International Re-
lations regrets that he was unable to accept the invitation
of the Chairman of the Engineers' Council for Professional
Development to attend its recent annual meeting in New
York. The work which is being accomplished by the
E.C.P.D. is of primary importance to engineers on both
sides of the international boundary.
J. B. Challies, m.e.i.c, Chairman.
COMMITTEE ON INTERNATIONAL RELATIONS
The President and Council:
The principal aim of the Committee on International
Relations is to further the traditional policy of the Institute
in promoting cordial relations with similarly constituted
bodies outside of the Dominion, and in particular with the
Engineering Institutions of Great Britain and with the
Founder Societies of the United States. It is believed that
this very desirable purpose has been carried out during
1939.
An outstanding feature of the fifty-third annual meeting
of the Institute, in Ottawa last February, was the presence,
as special guests of the Institute, of the sitting presidents
of the American Society of Civil Engineers, of the American
Society of Mechanical Engineers, of the American Institute
of Electrical Engineers, together with the chairman of the
Engineers' Council for Professional Development. The visit
of these engineers, so distinguished in both professional
and official capacities, was appreciated as a real expression
of esteem and confidence.
Early in the year, a member of the Committee, Past
President Fairbairn, at the request of the Council of the
Institute, journeyed to London, England, to confer with
the Institution of Civil Engineers and the Institution of
Mechanical Engineers regarding the programme for the
British-American Engineering Congress, which was to be
held in New York in September, with the American Society
of Civil Engineers and the American Society of Mechanical
Engineers acting as joint hosts. Almost at the last moment,
the imminence of war in Europe made it necessary to
abandon the Congress, causing keen disappointment on
both sides of the Atlantic. But the preliminary planning
for the congress, which included the preparation of many
authoritative professional papers, fully demonstrated the
ability of British, American and Canadian engineering
bodies to co-operate constructively in furthering the com-
mon interests of the engineering profession.
Advantage was taken of the presence in England during
July and August of the Secretary Emeritus to advance a
worthy movement instituted by a Past President of the
Institution of Electrical Engineers looking to a joint
arrangement that would permit members of the British
Institutions resident in Canada to enjoy an affiliated con-
nection with the Engineering Institute of Canada and in
particular to have the privilege of participating in the
activities of its branches.
A member of the Committee, Past President H. H.
Vaughan, represented the President and Council of the
Institute at the seventy-fifth anniversary of the founding
of the school of engineering of Columbia University. On
this occasion, Mr. Vaughan presented an illuminated
address on behalf of the Institute.
It is a pleasure to report that the American Society of
Mechanical Engineers conferred its honorary membership
RADIO BROADCASTING COMMITTEE
To the President and Council:
The Engineering Institute Radio Broadcasting Com-
mittee, appointed for the purpose of co-operating with the
Canadian Broadcasting Corporation in an effort to make
the Canadian public more conversant with the work of the
engineer, was organized in April, and it was decided that
any broadcasts should deal more with the romantic and
significant achievements of great engineers, rather than
with the technical side of engineering.
Correspondence was carried on with other engineering
societies, and their experiences in broadcasting were noted.
All branches of the Engineering Institute were written to
for suggested subjects. From suggestions received from
branches and submitted by members of the committee, a
number of subjects were selected. The work of compiling
bibliographies of these subjects, preparatory to having the
scripts written, was to have been done at headquarters.
This was not found possible, and later Mr. Hazen Sise,
particularly recommended by the Canadian Broadcasting
Corporation, was engaged to compile the information and
prepare the scripts, trial scripts having previously been
prepared by two men, from information readily available,
on the engineering skill involved in the construction of the
Victoria Tubular Bridge.
On the outbreak of war, it was decided that the broad-
casting programme would be improved by enlarging on the
outstanding position occupied by the engineer in war time.
The committee was advised by the manager of the Canadian
Broadcasting Corporation to proceed with the two scripts
in preparation, and on October 27th, the first broadcast
was given from Montreal — the subject being "An Early
Engineering Achievement — Building the Victoria Tubular
Bridge." On November 1st, the second broadcast, "Alex-
ander Graham Bell — The Birth of the Telephone," was
given. The latter date was altered, as the time was required
by the Federal Government. Time did not permit of advis-
ing members of the Institute of the change.
Arrangements are now under way for a series of scripts
dealing with the engineer's place in the war, which has the
approval of the Department of National Defence. These
could be prepared without expense to the Institute, but if
the broadcasts are to achieve their desired result, the
committee should have a small grant for publicity purposes
and for any research work it may be necessary to secure,
outside of the headquarters organization.
We believe that, with the spade-work done during the
past year, the foundation has been laid for a continuous
broadcasting programme on the part of the Institute, which
will have the approval of the Canadian Broadcasting Cor-
poration, whose courtesy, constant co-operation and assist-
ance are acknowledged with appreciation.
Respectfully submitted,
Fraser S. Keith, m.e.i.c, Chairman.
THE ENGINEERING JOURNAL February, 1940
73
COMMITTEE ON DETERIORATION OF
CONCRETE STRUCTURES
The President and Council:
The Committee on the Deterioration of Concrete Struc-
tures held a meeting in Ottawa last February at the time
of the Annual General Professional Meeting there which
was very well attended. At that time the previous policy of
the Committee was reaffirmed, namely, that the best
interests of the members of the Institute would be served
and most progress made if the Committee were to confine
their efforts largely to studies of methods for the repair of
concrete rather than to the causes for deterioration. This
decision was based on the belief that other organizations
were ably covering the latter field of work but there was a
paucity of reliable information on the former.
During the past year two papers have been prepared by
members of the Committee and published in the Journal.
The first of these "Comments on Concrete Restoration,"
by Mr. J. A. McCrory, citing his experience with various
methods of repair used in hydraulic structures, was pub-
lished in the July issue of the Journal; and the second,
"Concrete Surfaces Faced with Glazed Tile," by Mr. G.
P. F. Boese, describing the resurfacing of disintegrating
concrete with clay tile, appeared in the August issue of
the Journal. Both of these papers were the subject of much
favourable comment.
At the present time the Committee has two other short
papers which have yet to be reviewed by them before being
submitted for publication in the Journal. Besides these,
one other paper is in preparation and another promised.
The Committee thanks all those who have so generously
given of their time to further its work and welcomes sug-
gestions both as to sources of data or reports on repair jobs
which might be of interest to the Institute.
Respectfully submitted,
R. B. Young, m.e.i.c, Chairman.
GZOWSKI MEDAL COMMITTEE
The President and Council:
Your Committee, in view of the merit of the papers
named below, would recommend that, if possible, two
Gzowski Medals should be awarded this year as follows:
To E. A. Hodgson, m.e.i.c, for his paper on "The Structure
of the Earth as Revealed by Seismology," and also to G.
A. Gaherty, m.e.i.c, for his paper on "Drought — A Na-
tional Problem."
Respectfully submitted,
A. 0. Wolff, m.e.i.c, Chairman.
DUGGAN PRIZE COMMITTEE
The President and Council:
Your Committee, appointed to consider the award of
the Duggan medal and prize for the year ending June, 1939,
have decided that only three papers were eligible for this
award. After careful and independent study of them, our
opinions were divided between two able, meritorious and
extremely useful papers. "The Island of Orleans Suspension
Bridge, Prestressing and Erection," by D. B. Armstrong,
a. m.e.i.c, and "Welded Steel Pipe for the City of Toronto
Water Works Extension," by C. R. Whittemore, a. m.e.i.c
On further consideration we have decided to advise you
that Mr. Armstrong should be given the medal and prize.
We also strongly recommend that Mr. Whittemore be given
a similar prize, the funds being available from last year.
Both of these authors omitted to state definitely their
relations to the subject of their papers, but we have verified
that these were quite in accord with the regulations. Mr.
Armstrong acted as engineer for the contractors for the
superstructure of the Isle of Orleans Bridge, and Mr.
Whittemore was metallurgist for the contractor for the
Toronto Pipe Line.
Respectfully submitted,
F. P. Shearwood, m.e.i.c, Chairman.
LEONARD MEDAL COMMITTEE
The President and Council:
On behalf of the Leonard Medal Committee for 1939 I
beg to recommend that the Leonard medal be awarded for
the paper "The Internal Shaft at Dome Mines, Limited"
by Chas. G. Kemsley and A. D. Robinson, as published in
the September, 1938, issue of the Canadian Mining and
Metallurgical Bulletin.
Mr. Chas. Kemsley, Mechanical Superintendent of the
Dome Mines is a member of the Canadian Institute of
Mining and Metallurgy and therefore eligible to receive the
medal. Respectfully submitted,
Edgar Stansfield, m.e.i.c, Chairman.
PLUMMER MEDAL COMMITTEE
The President and Council:
Your committee, having examined the papers submitted,
agreed that none of them was of sufficient merit to be
worthy of an award, and therefore recommends that no
award be made of the Plummer Medal for the year 1938-
1939 - Respectfully submitted,
J. R. Donald, m.e.i.c, Chairman.
STUDENTS' AND JUNIORS' PRIZES
The reports of the examiners appointed in the various
zones to judge the papers submitted for the prizes for
Students and Juniors of the Institute were submitted to
Council at its meeting on January 20th, 1940, and the
following awards were made :
H. N. Ruttan Prize (Western Provinces) — No papers
received.
John Galbraith Prize (Province of Ontario) to J. R.
Dunn, s.e. i.e., for his paper "Radio Aids to Aerial Navigation."
Phelps Johnson Prize (Province of Quebec — English) to
C. B. Charlewood, Jr. e. i.e., for his paper "Steam Super-
heaters for Water Type Boilers."
Ernest Marceau Prize (Province of Quebec — French) —
No Award.
Martin Murphy Prize (Maritime Provinces) — to D. L.
Mackinnon, s.e. i.e., for his paper "Soil Mechanics."
EMPLOYMENT SERVICE
The President and Council:
The Employment Service Bureau is able to report a
distinct improvement in the employment situation for 1939
as compared with the previous year.
This statement is supported by the following figures of
placements effected by the Bureau during the past six years:
1934 1935 1936 1937 1938 1939
70 77 110 181 61 88
The usual seasonal demand in the spring for civil en-
gineers developed to a point where, during the summer, it
was difficult to find suitable men for the vacancies existing.
Towards the end of the year, however, many names were
replaced on the list of unemployed on account of a falling off
in the construction field, especially on highways.
The war has created an abnormal demand for engineers,
especially for mechanicals and in a smaller way for electri-
cals. As may be expected the specifications called generally
for young graduates with a few years' experience. The
number of vacancies registered in those fields has constantly
increased and there is now a scarcity of available men.
The Bureau has worked in co-operation with the various
governmental bodies established for war purposes. Thus it
has been possible to place several senior members of the
Institute in important positions.
At the outbreak of hostilities in September, it was found
desirable to issue a questionnaire for the purpose of bring-
ing our employment records up-to-date. The questionnaire
was addressed to 564 persons who had, at one time or
another, registered for employment with the Bureau and
had not advised us that they had since found satisfactory
positions.
74
February, 1940 THE ENGINEERING JOURNAL
The need for this enquiry was shown by the facts that
41 per cent did not answer, indicating that they were no
longer interested. Further, out of the 59 per cent or 332
persons who returned the questionnaire, 18 per cent or 61
persons stated that they wished to remain in their present
positions. This shows that at that time 293 men on our
active lists had obtained satisfactory employment but had
failed to let us know.
Of the 332 persons who answered the questionnaire at that
time, eight per cent were unemployed, 17 per cent would
have considered a change even to a temporary position and
55 per cent were willing to consider a change to a per-
manent position.
This survey enabled the Bureau to furnish first hand
information to many enquirers and to work efficiently in
the national emergency.
The records at the time of writing this report indicate
that there are few engineers unemployed.
The following figures show the extent of the Bureau's
work for 1939 as compared with the preceding year. It must
be remembered that these figures indicate the action taken
on vacancies definitely registered with us and the placements
effected in such cases. They do not include the results of the
many contacts established with employers who had no
immediate vacancies. Q „ Q _ „
Registered members 114 71
Registered non-members 92 42
Number of members advertising for positions 76 79
Replies received from employers 31 25
Vacant positions registered 153 112
Vacancies advertised in the Journal 50 33
Replies received to advertised positions 219 146
Men's records forwarded to prospective em-
ployers 323 345
Men notified of vacancies 310 90
Placements definitely known 88 61
Vacancies cancelled 6 ....
Vacancies still open 23 ....
This report would not be complete without recording the
passing, on August 28th, 1939, of Miss Ida L. MacMartin
who had been for twenty years a valued member of the
staff at Headquarters. Her principal work was in con-
nection with the Employment Service. Her sterling char-
acter and long experience enabled her to assist the members
with great tact and to handle intelligently the inquiries from
employers. Her death has created a serious gap which will
be felt for a long time.
L. Austin Wright, General Secretary.
NOMINATING COMMITTEE— 1940
Chairman: E. V. Buchanan, m.e.i.c.
Branch Representative
Border Cities C. G. R. Armstrong
Calgary R. S. Trowsdale
Cape Breton M. F. Cossitt
Edmonton W. E. Cornish
Halifax H. S. Johnston
Hamilton W. J. W. Reid
Kingston D. S. Ellis
Lakehead E. L. Goodall
Lethbridge R. F. P. Bowman
London F. C. Ball
Moncton G. L. Dickson
Montreal Walter Hunt
Niagara Peninsula W. Jackson
Ottawa E. Viens
Peterborough W. M. Cruthers
Quebec A. O. Dufresne
Saguenay G. F. Layne
Saint John G. Stead
St. Maurice Valley A. C. Abbott
Saskatchewan S. Young
Sault Ste. Marie J. S. Macleod
Toronto A. H. Harkness
Vancouver W. H. Powell
Victoria K. Moodie
Winnipeg V. Michie
Abstracts of Reports from Branches.
BORDER CITIES BRANCH
The Executive Committee met nine times during the year
for the transaction of Branch business.
Eight regular meetings and one special meeting were held
during the year previous to the December 15th meeting for
the election of Branch officers. Information on the various
meetings follows, attendance being given in brackets.
Jan. 20 — The Evolution and Future of the Home Radio Re-
ceiver, by Stanley C. Polk of the firm of Jones and Polk
and Radio Jake, Detroit (18).
Feb. 28 — Engineering Medicinally Speaking, by Harvey M.
Merker, Supt. of Manufacture, Parke-Davis & Co.,
Detroit. Joint meeting of the American Society of
Mechanical Engineers, Detroit Section and the Border
Cities Branch. Inspection trip through Parke-Davis &
Co. plant, Detroit and dinner meeting in the Inter-
Collegiate Alumni Club, Detroit (70).
Mar. 17 — The Thousand Islands International Rridge, Con-
structing the Superstructure, Canadian Section,
by P. E. Adams, Designing Engineer, and George V.
Davies, Erecting Engineer of the Canadian Bridge Com-
pany, Walkerville (41).
April 21 — The Value of Scientific Research to Industry, by
Arthur W. Underwood of General Motors Research
Laboratories Division, Detroit (36).
May 20 — The Inspection of Oil Refinery Equipment, by Andrew
Russell of the Imperial Oil Co. This meeting was held at
Sarnia. C. E. Carson, General Manager of Imperial Oil
Limited, Sarnia, acted as Chairman of the meeting. (41).
May 31 — Special Dinner meeting. President H. W. McKiel addressed
the members on Institute Affairs, and on the Place of
the Engineer in Industry and Government. Vice-
President E. V. Buchanan also attended this special
meeting (29).
Note — For personnel of Executive Commit-
tees see p. 52. For Membership and
Financial Statements see pp. 78 and 79
Sept. 22 — The Evolution of Worm Gearing Culminating in the
Cone Design, by G. R. Scott, Gear Consultant, Michi-
gan Tool Co., Detroit (25).
Oct. 20 — The Task Facing Canada as a Democracy Today, by
Paul Martin, b.a., m.a. (48).
Nov. 18 — The Sugar Beet Industry, by A. W. Mclntyre, General
Manager of the Sugar Company's plant. This meeting
was held at Chatham and included an afternoon inspec-
tion trip through the Dominion and Canada Sugar Com-
pany's plant. Mr. George A. McCubbin, of Chatham
acted as Chairman of the meeting (38).
The Border Cities Branch were grieved at the very
sudden passing of Raymond A. Spencer, m.e.i.c,
Assistant General Manager of the Canadian Bridge Com-
pany. Mr. Spencer had been an active member of this
Branch for many years.
CALGARY BRANCH
Eleven general and special meetings of the Branch were
held during the year. The following summary shows the
dates, subjects, and attendances in brackets at these
meetings: —
Jan. 6 — The Grand Coulee Project, by H. R. Webb, Associate
Professor, Department of Civil Engineering, University
of Alberta (68).
THE ENGINEERING JOURNAL February, 1940
75
Feb. 2 — The Best Places in the West, by H. J. McLean, a mem-
ber of the Calgary Branch (42).
Feb. 9— Hydraulic Oil Well Pumping, by W. R. Foster of the
Kobe Corporation of California (72).
Mar. 2 — The Rise of Dictators, by Max Freedman of the Edmon-
ton Bulletin (75).
Mar. 11 — Annual meeting, following luncheon, and election of Officers
for the year 1939-1940 (32).
Oct. 14 — The Engineer in War and Peace, by Dean H. W. McKiel,
President of the Institute (36).
Oct. 14 — Reception and dinner in honour of President McKiel, who
spoke on The Importance of the Engineer in Civili-
zation (83 incl. ladies).
Nov. 2 — Dinner meeting. Safari on Wheels, sound motion picture
(65).
Nov. 16 — Electrical Distribution in Alberta, by D. F. Kobylnyk,
and Construction of Steel Power Line from Ghost
Dam to Calgary, by H. B. LeBourveau, both speakers
are members of the Calgary Branch (67).
Nov. 30 — Military Engineering, by Major F. K. Beach, a member
of the Calgary Branch (50).
Dec. 14 — A non-technical outline of The Cracking Process, by
John Collier, President of the Calgary Chemical Club
(69).
During the year, the Branch Executive Committee met
eleven times for the purpose of conducting the business of
the Branch, and the other Committees held meetings as
required.
Obituary
The Calgary Branch records with deep regret the passing
away of J. Dow, m.e.i.c, Branch Manager of the Alberta
Government Telephones, on August 16th, 1939. Mr. Dow
was an active member of this Branch. He was Chairman
in 1936 and acted as secretary-treasurer during the years
1933 and 1934.
CAPE BRETON BRANCH
During the year the Branch held four meetings as fol-
lows : — ■
Integral Steam Boilers, by R. E. MacAfee.
Annual meeting and reception to the President.
From England to South Africa by Airplane, accompanied by
motion pictures in colour, by H. L. Logan.
Development of the Canadian Artillery in the Last War, by
Col. J. A. MacDonald.
EDMONTON BRANCH
The Executive Committee held five business meetings
during the year and two luncheon meetings, one of the
occasion of Dean McKiel's visit and one on the occasion
of Mr. Wright's.
The Papers Committee, under the direction of C. E.
Garnett, for the first part of the year, and of E. Nelson, for
the latter part, were able to obtain an excellent list of
speakers to address the general meetings. The following
general dinner meetings were held during the year:
Jan. 24 — Irrigation in Alberta by L. C. Charlesworth.
Feb. 22 — The reading of a paper by C. W. Carry, entitled Hydraulic
Regulating Gates. This paper was prepared by F.
Newell, Chief Engineer of the Dominion Bridge Com-
pany.
Mar. 21 — Inspection of the new equipment at the City Power Plant
and an address by R. G. Watson, on recent additions to
the plant.
April 18— Turner Valley Districts, 1938, by Dr. R. L. Rutherford.
Oct. 12 — A dinner in honor of Dr. H. W. McKiel, President of The
Engineering Institute of Canada.
Nov. 7— The Search for Oil, by Max Ball.
Dec. 5 — The Columbia River Reclamation Project, by H. R.
Webb.
The Branch regrets the loss of two members who have
been exceedingly active in local Institute affairs for a great
many years. L. C. Charlesworth has left Edmonton for
Brooks, Alberta, where he has taken over his new duties
as General Manager of the Eastern Irrigation District, and
Dr. Charles A. Robb has gone to Ottawa to be in charge
of the Gauge Division of the War Supply Board.
Lieut. -Col. P. L. Debney, Lieut. C. Victor Weir, and
Lieut. E. H. Wright, are on active service with His Majesty's
Forces.
F. Austin Brownie, who so ably filled the position of
secretary-treasurer of the Branch for the past two years,
has moved to Calgary.
HALIFAX BRANCH
Since the last Annual Meeting in December, 1938, the
Halifax Branch has held the following general meetings:
January — A combined Banquet with the Professional Association
February — General Meeting, Speaker Mr. Weaver, Engineer in
Charge of the Consumers Cordage Co.
April — General Meeting addressed by President McKiel and by
Brigadier Boak, District Officer Commanding Military
District No. 6.
November — Meeting with Engineer Students in Halifax at the Nova
Scotia Technical College, at which four papers were
presented by students of the Nova Scotia Technical
College.
During the summer, the Halifax Branch, in co-operation
with the other branches in the Maritimes, arranged for a
General Professional Meeting to be held at Pictou, N.S.
This proved very successful, although the last session had
to be cut short because of the outbreak of war in Europe.
Approximately two hundred people attended this meeting.
During the year eight Executive Meetings have been
held. Some of these had to be called at very short notice to
deal with urgent matters which had arisen.
The activities of 1939 closed with a reception to President
and Mrs. H. W. McKiel.
Obituary
The Branch membership deeply regrets the loss of Mr.
R. R. Murray, who for the past ten or eleven years has
been Secretary to this Branch. His death occurred on
March 2nd under the most tragic circumstances, in the
Queen Hotel fire. His counsel and friendly advice to the
Executive and to all members of the Branch have been
sorely missed.
HAMILTON BRANCH
The Executive Committee held eight business meetings
during the year with an average attendance of seven. Ten
Branch meetings were held as follows, attendance being
given in brackets:
Jan. 13 — Annual Business Meeting and Banquet held at the Rock
Garden Lodge. The Buttress of Humour, by Frank
Dowsett, Advertising Manager, Gutta Percha and
Rubber, Limited. Chairman W. J. W. Reid closed the
evening by introducing the new Chairman, John R.
Dunbar. (61).
Feb. 13 — A Journey Through Space, by John A. Marsh, of the
Royal Astronomical Society of Hamilton. Held at
McMaster University (76).
Mar. 16— The Lions Gate Bridge, by W. W. Cushing, Chief
Draughtsman, Hamilton Bridge Company. Held at
McMaster University (95).
April 21 — Recent Trends in Steel Mill Electrification, by A. F.
Kenyon, Steel mill equipment Engineer, Westinghouse
Electric & Mfg. Co., East Pittsburgh. Held in the
Westinghouse Auditorium (235).
May 9 — Highway Trends in Ontario, by C. A. Robbins, District
Engineer Dept. of Highways, Toronto. This was a joint
meeting of the Hamilton Branch and Queen's Alumni.
Held at McMaster University (68).
May 27 — President H. W. McKiel held a meeting of Council in the
Royal Connaught Hotel. The Branch had the honour of
entertaining the President and Members of the Council
and the General Secretary at luncheon on this day.
May 29 — Temperature and Life, by Prof. W. Harvey McNairn,
Dean of Geology, McMaster University. Held at McMas-
ter University. Before the meeting a dinner of welcome
to Dr. McKiel and Mrs. McKiel and Dr. McNairn and
Mrs. McNairn was enjoyed in the University dining
room (104).
Oct. 12 — Operating a Large Power System, by John Dibblee,
Assistant Chief Engineer, Hydro-Electric Power Com-
mission of Ontario. This was a joint meeting of the
Branch and the Hamilton Group of the American In-
stitute of Electrical Engineers. Held in the Westinghouse
Auditorium (192).
Nov. 14 — City Planning and Traffic Control, by Tracey D.
leMay, City Surveyor and Commissioner of City Plan-
ning, City of Toronto. His Worship, Mayor William
Morrison and the Hamilton City Council attended this
meeting as an official visit. Held at McMaster Univer-
sity (71).
Dec. 12 — Why Fire Occurs in Industry, E. C. Bacot, B.Sc, Resi-
dent Engineer, Factory Mutual Fire Insurance Com-
panies, Toronto and Boston. Held at McMaster Univer-
sity (62).
76
February, 1940 THE ENGINEERING JOURNAL
Publicity
The Executive wishes to express appreciation for the
courtesies extended to the Branch by the Press, especially
the Hamilton Spectator and the Daily Commercial News.
General
At this time the Executive and members of the Branch
wish to record their sincere appreciation of all the courtesies
extended to us by the Management and Staff of McMaster
University.
The Executive Committee wishes to thank members of
all grades of the Branch for their support in the work
undertaken during the past year.
KINGSTON BRANCH
The Branch met five times during 1939.
Jan. 19 — Dinner and lecture by Prof. J. L. McDougall on An
Attempt to Define the Railway Problem. Prof. D. S.
Ellis continued as Kingston branch representative on
the Institute Nominating Committee. Messrs. L. H.
Brown of R.M.C. and H. S. Edgar of Queen's were pre-
sented with framed certificates in connection with the
E.I.C. Prize for 1938. $10.00 was voted towards the
honorarium and illuminated address presented to the
Secretary Emeritus.
Feb. 22 — -Lecture held in Physics Building, Sound films on Heat and
Celite, were presented by J. C. Honey and E. V.Tidman
representing the Canada Johns-Manville Co.
Mar. 23 — Dinner and lecture by Prof. T. V. Lord on his experiences
in the mining field in British Columbia. Lt.-Col. L. F.
Grant presented an account of the meeting at Ottawa.
Oct. 26 — Annual Meeting. Presentation of the report of the Secretary-
Treasurer and election of officers. Col. L. F. Grant re-
viewed the activities of the Council for the past year.
Water Purification and Sewage Treatment, by Pro-
fessor J. B. Baty, Department of Civil Engineering,
Queen's University.
Nov. 22 — Dinner Meeting held in the Kingston Badminton Club to
honour Col. Alexander Macphail, retired Head of Civil
Engineering at Queen's University, and to welcome Dean
H. W. McKiel, President, and L. Austin Wright, General
Secretary of the Institute. Dean McKiel presented cer-
tificates and prizes for 1938 to the winners from Queen's
University and the Royal Military College. The meeting
was well attended by local and out-of-town members
and a large group of Queen's engineering students.
LAKEHEAD BRANCH
The following meetings were held during the year 1939:
Feb. 10 — Dance at the Shuniah Club, Port Arthur.
Mar. 30 — Dinner Meeting at the Royal Edward Hotel, Fort William.
Welding, by D. Boyd, Manager, Canadian Car &
Foundry Co.
May 4 — Dinner meeting at the Prince Arthur Hotel, Port Arthur.
Outline of the Professional Association of Ontario,
by W. P. Dobson, Chief Testing Engineer, Hydro-
Electric Power Commission.
June 29 — Annual Meeting at the Golf and Country Club, Port
Arthur. Reports and election of officers.
Sept. 29 — Informal luncheon at the Prince Arthur Hotel, Port Arthur,
in honour of H. W. McKiel, President of the Engineering
Institute of Canada. Dinner meeting at the Royal Ed-
ward Hotel, Fort William, in honour of Mr. and Mrs.
H. W. McKiel. Address by Dean McKiel on The En-
gineer's Place in Modern Civilization.
Oct. 31 — Dinner Meeting at the Shuniah Club, Port Arthur. Guest
of honour and speaker of the evening, L. Austin Wright,
Secretary of The Engineering Institute of Canada.
Dec. 6 — Meeting, City Council Chambers, Port Arthur. Con-
struction of the Dawson Road, by S. E. Flook, City
Engineer, Port Arthur.
LETHBRIDGE BRANCH
Since January 1, 1939, seven regular meetings with an
average attendance of 40; two corporate members meetings
with an average attendance of 15; and six executive meet-
ings with an average attendance of 8 were held.
All regular meetings have been held in the Marquis Hotel
preceded by a dinner during which numbers were rendered
by George Brown's Instrumental Quartette, followed by
vocal solos interspersed with community singing.
The list of speakers and subjects follows, attendance
being given in brackets:
Jan. 7 — The Grande Coulee Project, by H. R. Webb, Assistant
Professor, Department of Civil Engineering, University
of Alberta, Edmonton (39) .
Jan. 21 — Joint Meeting with the Association of Professional En-
gineers of Alberta. Association Affairs, by J. O. G.
Sanderson, President of the Association (45).
Feb. 11 — The Development of Meteorological Science, by C.
Pickering, Meteorologist-in-Charge Weather Bureau,
Kenyon Field, Lethbridge (30).
Feb. 25 — Corporation Law, by R. R. Davidson, K.C. (20).
Mar. 11 — Annual Meeting. The Development of Coal Mining and
its Relation to Civilization, by A. G. Donaldson,
Mine Superintendent, Standard Mine, Shaughnessy,
Alberta. The Photo Electric Cell and Vacuum Tube,
by J. S. Webster, Mine Electrician, Standard Mine,
Shaughnessy, Alberta (21).
Oct. 16 — Joint meeting with the Lethbridge Rotary Club. The
Work of the Engineer, by Dean H. W. McKiel, Pre-
sident of the Engineering Institute of Canada (75). With
President McKiel on his visit to the Lethbridge Branch,
were L. Austin Wright, General Secretary of the E.I.C,
and Mr. G. A. Gaherty, President of Montreal Engineer-
ing Co. and General Manager of the Calgary Power Co.
Oct. 28 — Joint Meeting with the Association of Professional En-
gineers of Alberta. The Need of Water Conservation,
by Major F. G. Cross, Superintendent Operation and
Maintenance C.P.R., D.N.R., Lethbridge (45).
LONDON BRANCH
During the year 1939 the following meetings were held,
attendance being given in brackets:
Jan. 25 — Annual Meeting and election of officers held at Glen Allen
Restaurant, London. Diesel Engines as Applied to
Modern Transportation, by J. L. Busfield (58).
Feb. 22 — Regular meeting held in the Normal School, London.
London's Bridges, Old and New — The Why and
the Wherefore, by J. R. Rostron (31).
Mar. 15 — Regular meeting held in the Public Utilities Commission
Board Room, London. Preliminary Investigation of
Pile Structures and Foundations, with Special
Reference to Cast Piling, by Jean P. Carrière (24).
May 12 — Regular meeting held in the Public Utilities Commission
Board Room, London. Mechanical Equipment in
the New Ontario Hospital, St. Thomas, by H. H.
Angus of Toronto (24).
May 30 — Special dinner meeting held in the Hotel London. The
Future of the Engineer, by President H. W. McKiel
(33).
Oct. 18 — Regular meeting held in the Public Utilities Commission
Board Room, London. Limestone and Lime Industry
of the Thames River Valley, by Stanley R. Frost, of
the North American Cyanamid Ltd. (25).
Dec. 6 — Regular meeting held in the Public Utilities Commission
Board Room, London. The Training and Welfare of
the Young Engineer, by Chairman H. F. Bennett (23).
Average attendance of all meetings — 31.
In addition to the above, four Executive meetings were
held with an average attendance of seven.
MONCTON BRANCH
The Executive Committee held five meetings. Five meet-
ings of the Branch were held during the year 1939 at which
addresses were given and business transacted as follows:
April 14 — A meeting was held in the City Hall. Liquid Air, by D.
G. MacGregor, m.a., Professor of Physics, Mount Allison
University, Sackville. The address was accompanied by
a practical demonstration. The meeting was also honoured
by the presence of Dean H. W. McKiel, President of
the Engineering Institute of Canada, who addressed the
meeting on Institute Policies.
May 1 — A joint meeting of Moncton Branch and the Mount Allison
Engineering Society was held at Mount Allison Univer-
sity, Sackville. An Investigation into the Causes of
Damage to Brick Walls by Water Penetration, by
H. J. Crudge, Building Engineer, Canadian National
Railways.
May 5 — A meeting was held in the City Hall. The Dial Telephone,
by A. A. Turnbull, Plant Engineer, New Brunswick
Telephone Co., Saint John. A demonstration set illus-
trated the operation of the mechanism of the dial system.
At this meeting nominations were made for branch
officers for the year 1939-40.
May 31 — Annual Meeting.
Dec. 15 — A complimentary dinner was tendered Dean H. W. McKiel,
President of the Engineering Institute of Canada. Pre-
sident McKiel spoke on the Responsibilities and Fu-
ture of the Engineering Profession.
We regret to record the death of Branch Affiliate E. A.
Cummings, which occurred on October 29, 1939.
THE ENGINEERING JOURNAL February, 1940
77
MEMBERSHIP AND FINANCIAL
Branches
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MEMBERSHIP
Resident
Hon. Members
12
30
8
8
1
20
53
12
17
8
14
3
6
1
18
26
16
21
25
53
13
20
1
33
49
17
26
2
l
12
17
3
21
11
22
2
3
2
3
17
2
2
Members
7
Assoc. Members
29
Juniors
Students
Affiliates
8
9
Total
59
102
32
81
112
127
54
40
22
53
Non-Resident
Hon. Members
Members
Assoc. Members
Juniors
Students
Affiliates
7
10
5
9
3
11
3
4
3
14
5
6
5
4
7
16
4
10
6
13
1
2
1
6
1
3
4
9
6
1
7
2
7
3
2
2
Total
31
21
28
9
37
22
11
19
17
7
Grand Total December 31st, 1939
December 31st, 1938
Branch Affiliates, December 31, 1939. . . .
90
84
123
113
13
60
56
90
89
149
149
149
142
18
65
72
59
55
1
39
36
21
60
59
1
FINANCIAL STATEMENTS
Balance as of December 31, 1938
Income
Rebates received during calendar year .
Affiliate Dues
185.69
166.83
171.53
207 . 70
44.00
39.43
231.27
103.38
115.48
147.30
322.13
238.51
679.36
274.58
48.00
52.99
38.14
109 . 58
0.17
166.54
120.65
0.45
27.41
100.00
52.00
.09
69.68
107.70
Interest
2.50
Special Appeal
Miscellaneous
203.00
29.00
9.24
29.75
22.87
Total Income
369.83
291 . 13
132.38
147.30
250 . 25
405.32
109.75
121.10
174.96
107.70
Disbursements
Printing, Notices, Postage®
82.90
218.35
42.55
73.94
35.00
117.45
25.00
10.00
6.50
14.05
81.57
13.20
32.57
21.48
31.58
50.00
1.00
11.80
38.82
80.03
50.00
29.54
79.53
192.55
50.00
60.00
10.65
7.56
22.16
25.00
18.41
100.64
10.00
2.53
69.50
12.01
25.00
1.60
9.00
23.05
General Meeting Expense©
9.50
Special Meeting Expense®
20.45
Honorarium for Secretary
Stenographic Services
10.00
5.00
Travelling Expenses®
Subscriptions to other organizations . . .
©15.00
Subscriptions to The Journal
Special Expenses
21.25
29.65
25.03
10.00
0.55
43.58
®515.39
42.57
10.00
15.00
10.00
7.40
Miscellaneous
3.00
Total Disbursements
375.05
5.22
180.47
297.54
6. 41
165.12
133.85
1.47
229.80
158.98
11.68
103.80
241.97
8.28
330.41
940.04
534.72
144.41
90.37
19.38
57.52
144.05
22.95
143.59
137.04
37.92
65.33
61.00
Surplus or Deficit
46.70
Balance as of December 31, 1939
116.38
©Includes general printing, meeting notices, postage, telegraph, telephone and stationery.
©Includes rental of rooms, lanterns, operators, lantern slides and other expenses.
©Includes dinners, entertainments, social functions, and so forth.
©Includes speakers, councillors or branch officers.
78
February, 1940 THE ENGINEERING JOURNAL
STATEMENTS OF THE BRANCHES
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*For voting purposes only there should be added to Montreal Branch, an additional 333 members, 183 being resident in the United States,
111 in British Possessions and 39 in foreign countries.
182.61
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1,827.24
50.85
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131.83
23.00
0.63
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230.50
229.71
124.30
240.28
146.95
43.55
115.15
64.01
89.17
475.00
163.28
30.00
1.02
10.32
89.75
512.26
640.18
147.21
343.40
64.08
114.45
3.00
52.23
273.88
15.00
0.98
0.71
10.72
5.00
168.62
0.68
22.50
591.73
14.05
500.00
8.65
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60.60
113.48
2,466.81
228.85
1,116.64
164.11
230.50
125.01
146.95
140.15
217.17
294.37
824 . 52
344.08
117.45
371.98
13.65
3.06
33.10
25.00
736.45
96.00
681.59
300.00
120.00
52.16
38.32
37.93
75.00
5.00
25.00
128.15
722.05
25.00
69.42
36.80
60.90
31.70
4.00
4.00
100.00
8.00
1.25
60.50
47.44
16.65
11.20
25.00
10.00
19.71
22.40
16.64
60.50
26.17
117.65
40.75
25.00
1.00
215.01
12.50
165.90
100.00
40.00
56.51
141.09
64.75
50.00
20.00
19.68
3.10
9.05
25.00
5.10
11.94
137.58
35.44
35.00
5.00
85.00
6.72
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32.00
50.00
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6.00
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51.70
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0.47
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55.42
30.00
85.00
10.00
7.81
95.00
22.98
122.16
8.68
173.93
2,091.92
374.89
1,595.86
258.41
29.56
251.33
1,228.65
112.01
419.34
212.17
48.06
151.82
201.40
29.10
117.86
87.97
37.04
266.75
130.29
16.66
256.94
78.75
61.40
104.95
200.92
16.25
80.26
235.57
58.80
533.80
704.92
119.60
631.86
275.84
68.24
215.45
79.74
37.71
101.79
309.00
62.98
115.21
©Chamber of Commerce.
©Purchase of Bond.
©From professional association.
THE ENGINEERING JOURNAL February, 1940
79
MONTREAL BRANCH
Papers and Meetings Committee
The Papers and Meetings Committee of the Branch had
the following personnel:
I. S. Patterson,
Chairman
R. S. Eadie,
Vice-Chairman
Civil Section
E. V. Gage J. B. Stirling
Electrical Section
A. M. Crawford E. R. Davis
Mechanical Section
A. B. Dove A. L. Huber
Industrial and Management Section
J. E. Dion C. A. Peachey
Radio and Communications Section
D. N. MacLeod W. H. Moore
Municipal Section
J. Comeau D. DesOrmeaux
Transportation Section
G. E. Shaw
Junior Section
P. E. Savage
Chairman
C. Craig
Vice-Chairman
The discussions following the meetings have been more
extensive than usual and the average attendance of 106 is
well up to that of past years.
This year the Committee co-operated with sister societies
by having joint meetings with such organizations as the
Institute of Radio Engineers and the Military Engineers
Association of Canada.
The following is a list of the Papers delivered during the
year, and the attendance is given in brackets:
Jan. 5 — Exploration and Mapping of the South Nahanni
River, N.W.T., by the Harry Snyder Expedition of
1937, by H. F. Lambart (60).
Jan. 12 — Annual Meeting of the Branch. Also addresses by Près.
J. B. Challies, and Councillor Fred Newell (100).
Jan. 19 — Fire Prevention in Montreal, by James Mclsaac (50).
Jan. 26— Visit to Montreal's New Postal Terminal.
Feb. 2 — Branch Smoker.
Feb. 9 — The Early Microphone and Recent Research, by Dr.
F. S. Goucher (175).
Feb. 16 — Recent Developments in Urban Transportation, by
S. B. Cooper (60).
Feb. 23 — Moving Pictures of a Trip Through Italy, by R. E.
Jamieson, (75).
Mar. 2 — Design and Construction of Dome of St. Joseph's
Shrine, by M. Cailloux (80).
Mar. 9— Calcium Chloride in Construction, by J. A. Knight (80).
Mar. 16 — Unit Substations, by C. G. Levy (64).
Mar. 23 — The Cause and Remedy of Our Social-Economic Ills
as Revealed by Engineering Research, by P. Acker-
man (125).
Mar. 30 — Business and Government, by W. J. Batt (75).
April 6 — The Development of Modern Aids to Business Man-
agement, by Wm. M. Vermilye (92).
April 13 — Engineering Education, by R. E. Jamieson
F. C. Mechin
and J. E. Armstrong
(75).
April 20 — Discussion of Mr. Ackerman's Paper— Cause and Remedy
of our Social-Economic Ills (75).
Oct. 5 — Why Be Careless? — a talk and moving picture on
Traffic Control, by Howard M. Baker (100).
Oct. 12— Streamlining, by Dr. J. J. Green (110).
Oct. 19 — The Network Analyzer in System Planning, by G. R.
Hale (52).
Oct. 26 — Flame Hardening and Its Applications in Modern
Industry, by W. A. Duncan (86).
Nov. 2 — Modern Radio Range Equipment, by F. A. A. Baily
(135).
Nov. 9 — Operations of Trans-Canada Air Lines, by Wing-Com-
mander D. R. MacLaren (185).
Nov. 16 — Lions Gate Bridge, by P. L. Pratley and
D. B. Armstrong (185).
Nov. 23 — Annual Student Night — reported in Junior Section list
of meetings (165).
Nov. 30 — Industrial Electronics, by J. T. Thwaites (94).
Dec. 7 — Recent Developments in Production Management,
by T. M. Moran (100).
Dec. 14 — Recent Developments in Military Engineering, by
Brigadier E. C. Schmidlin, m.c. (250).
Industrial and Management Section
From time to time we receive criticism that the Institute
does not satisfactorily cover a certain branch of engineering,
and the answer is that the fault lies with those members
interested in that branch. The machinery is always there,
for those who will avail themselves of it, to develop any
particular interest. An outstanding example of this is the
Industrial and Management Section. Organized a few years
ago under the guidance of Mr. T. M. Moran, the Industrial
and Management Section has been very active. In addition
to the Chairman and Vice-Chairman, who act on the Papers
and Meetings Committee, there are seven or eight active
Committee men in this Section.
Besides the regular Thursday meetings arranged to cover
its field, this Section has. interested itself in the formation
of the Montreal Management Council, and the Branch has
appointed one of its members as official Branch representa-
tive on that body.
Reception Committee
We feel that one of our most successful Smokers was held
on February 2nd, under the Chairmanship of Mr. R. E.
Heartz. The attendance was over 400, and a credit balance
of $108.00 was shown. This year the Reception Committee
under the Chairmanship of Mr. C. R. Lindsey is at work
preparing a programme for the Smoker to be held February
1st, 1940. The Reception Committee during the year has
also provided refreshments on certain special occasions, and
helped in organizing the Courtesy Dinners to visiting
speakers.
Publicity Committee
The Publicity Committee under the Chairmanship of
L. Jehu, Jr., worked strenuously, and with marked success,
to obtain publicity for the Institute in general, and for the
Thursday night meetings in particular. Considerable apathy
on the part of the Press is at times shown, as they claim
engineering topics generally have no news interest. By
continued effort, it is hoped that this attitude will gradually
change.
Membership Committee
The Membership Committee under the Chairmanship of
Mr. K. O. Whyte, was well organized, and their work is to
be highly commended. They adopted a definite plan with
the result that the total Membership of the Branch has
increased.
We were very sorry to learn early last March, that Mr.
J. B. D'Aeth was leaving Montreal, and felt that he should
tender his resignation as one of our representatives on
Council. On the recommendation of your Executive Com-
mittee, Council appointed Mr. H. J. Vennes to fill the
vacancy for the balance of Mr. D'Aeth's term, which
expired December 31st, 1939.
It is with sincere regret that we record the names of the
following members deceased during the year.
Frederic Thomas Kaelin, m.e.i.c.
Norman Berford McLean, m.e.i.c.
Donald William Ross, m.e.i.c.
Julian Cleveland Smith, m.e.i.c.
Job Ivan Boulian, a. m.e.i.c.
Paul Emile Bourbonnais, a.m. e. i.e.
Joseph Philippe Baby Casgrain, a.m. e. i.e.
Bernard Harold Cripps, a.m. e. i.e.
George Esplin Cross, a.m. e. i.e.
Joseph Honoré Landry, a.m. e. i.e.
Thomas Herbert Nicholson, a.m. e. i.e.
John Charles Stadler, a.m. e. i.e.
Frank Percy Jones, Affil. e.i.c.
80
February, 1940 THE ENGINEERING JOURNAL
Juniok Section
The Executive Committee for the Junior Section con-
sisted of P. E. Savage, chairman; C. Craig, vice-chairman;
R. N. Warnock, secretary; R. Boucher, A. Benoit, H. G.
Seybold, J. E. Hurtubise, L. Jehu, Jr., L. Trudel.
The following is a list of the Junior Section meetings
with the attendance given in brackets.
Jan. 9 — Annual meeting. The Art of Engineering, by F. Newell.
Refreshments (58).
Feb. 6 — Concerning the Cyclotron, by Dr. H. G. I. Watson (48).
Feb. 27 — Photography in Engineering, by R. A. Frigon (33).
Mar. 6 — -The Metallurgy and Engineering Aspects of Alumi-
num, by Dr. Andre Hone (72).
Mar. 20 — Telephone Traffic Engineering for the Montreal Ex-
change, by A. J. Groleau (22).
Oct. 18 — Opening Fall meeting. The Institute, by C. K. McLeod.
Sound films, Prelude to Flight and Wings over the
Atlantic. Refreshments (54).
Oct. 30— Welding Electrodes, by J. C. Newell (27).
Nov. 13 — Fundamentals of Lighting, by M. LaFlamme (17).
Nov. 23— Student Night.
Speakers:— E. M. Cantwell (McGill).
A. Monti (Ecole Polytechnique).
M. R. Trudeau (Ecole Polytechnique).
W. G. Ward (McGill).
Cash prizes were awarded to the first and second papers.
All four competitors were given Student Memberships
for the year 1940.
Sound Film, The Song the Map Sings. Refreshments
(165).
Dec. 11 — Prestressing of Suspension Bridge Cables, by Maurice
Dean.
New Secretary
Mr. E. R. Smallhorn, who has been branch Secretary
for the past three years, asked to be relieved of his duties
at the end of this year. He has filled the post with a great
deal of energy and ability, and it was with sincere regret
that his resignation was accepted. Our new Secretary, Mr.
L. A. Duchastel de Montrouge, brings with him considerable
experience in the administration of Branch activities.
NIAGARA PENINSULA BRANCH
The Executive held seven business meetings and one
electoral meeting to conduct the affairs of the Branch.
The programme committee arranged the following pro-
fessional meetings.
Feb. 3 — Dinner meeting at the Welland Club, Welland. An illus-
trated talk on The History of Steel Making in
Ontario, by B. Clarke Wales, Assistant General Manager
of Algoma Steel Corporation.
Mar. 21 — Dinner meeting, Leonard Hotel, St. Catharines, Ontario.
An illustrated talk on The Lion's Gate Bridge, by
Mr. Cushing, Chief Draughtsman of the Hamilton
Bridge Co.
April 6 — Dinner meeting, General Brock Hotel, Niagara Falls, On-
tario. Some Problems of a Research Laboratory, by
Dr. Saul Dushman, Assistant Director of Research
Laboratory, General Electric Co., Schenectady, N.Y.
April 25 — Luncheon meeting and Ladies' Night, Welland House, St.
Catharines, Ontario. Origin of the American Indians
and their Constribution to Civilization, by Diamond
Jenness, m.a., f.r.s.c, Chief, Division of Anthropology,
National Museum of Canada.
May 26 — Annual Dinner meeting, Welland House, St. Catharines,
Ontario. Presentation of Gzowski Medal by President
H. W. McKiel. The Engineer as Economist, by Pro-
fessor C. R. Young, Dept. of Civil Engineering, Univer-
se of Toronto.
During the summer, meetings were held leading to the
organization of the Niagara District Technical Coun-
cil CNDTC), which organization made possible the co-
operation of the activities of the
(1) Niagara District Chemical and Industrial Associa-
tion.
(2) The American Institute of Electrical Engineers,
Niagara District Discussion Group.
(3) The Engineering Institute of Canada, Niagara Pen-
insula Branch.
The following meetings have been held, sponsored by the
N.D.T.C.
Oct. 12 — Dinner meeting at Leonard Hotel, St. Catharines, Ontario.
An illustrated address on Large Welded Tanks of
Cylindrical, Spherical and Spheroidal Shapes, by
H. C. Boardman, Research Engineer with the Chicago
Bridge and Iron Co.
Nov. 7 — Dinner meeting, Brock Hotel, Niagara Falls, Ontario. In-
spection Trip conducted by Mr. Farmer to the Canadian
Ohio Brass Company where the manufacture of high
voltage insulators was observed and explained.
Nov. 14 — Dinner meeting, Leonard Hotel, St. Catharines, Ontario.
Mines and Their Manufacture, by Mr. DeChaunac
of the T. G. Bright & Co., Wine Manufactures.
Dec. 7 — Dinner meeting at Leonard Hotel, St. Catharines, Ontario.
An illustrated talk on Building Downward, by Prof.
R. F. Legget, Dept. of Civil Engineering, University of
Toronto.
Dec. 12 — Dinner meeting, Leonard Hotel, St. Catharines, Ontario.
Power Development in the Niagara District, by
Rob Roy McLeod of the Niagara Hudson Power Co.
OTTAWA BRANCH
During the year the Managing Committee held seven
meetings for the transaction of general business.
The outstanding event of the year was the adjourned
General Annual Meeting of the Institute which was held
in Ottawa on February 14 and 15. There was a registration
of 541 members, 230 of these being from out of town. The
meeting was said to be one of the most successful ever held,
and many complimentary remarks were passed to the
committee responsible for its organization. Mr. J. L.
Rannie, Chairman of the Ottawa Committee with Mr. H.
V. Anderson, Assistant Chairman, adopted the policy of
drawing upon the younger members of the Branch to form
the committee and this policy proved a happy one.
It is with deep regret that we report the deaths of five
of our members: Lt. Col. F. H. Emra, M. B. Bonnell, B. S.
McKenzie, F. McDonnell, and G. S. Davis.
As in previous years the Branch donated two sets of
draughting instruments to the Ottawa Technical School
for presentation as prizes for proficiency in draughting. A
copy of "Standard Handbook for Electrical Engineers" was
presented to the Hull Technical School to be awarded to
one of its students.
The following is a list of meetings held during the year
1939, with attendance figures in brackets. Unless otherwise
stated meetings were luncheon meetings held at the Chateau
Laurier.
Jan. 12 — Evening meeting. Annual meeting Ottawa Branch, E.I.C.
Canada's National Memorial, by Sydney March (71).
Jan. 26 — Metallurgical Testing and Research, and its Relation
to the Development of Our Mining Industry, by
C. S. Parsons, Bureau of Mines, Ottawa (98).
Mar. 2 — Soil Mechanics, a New Science, by J. W. Lucas, Depart-
ment of Public Works, Ottawa (97).
Mar. 16 — Aviation Lighting, by Harold Ainsworth, Department of
Transport, Ottawa (84).
Mar. 30 — The Aesthetic Aspect of Bridge Building, by William
E. McHugh, Dominion Bridge Company, Ottawa (68).
April 13 — Modern Applications of Diesel Engines, by J. L. Bus-
field, Montreal (74).
April 27 — Codes and Specifications, by A. F. Gill, National Re-
search Council, Ottawa (54).
June 15 — Experiences in the Sudan and Egypt, by Sir William
McLean, k.b.e. (115).
Oct. 2 — The Design and Construction of Concrete Thin Shell
Domes of St. Joseph Basilica, Montreal, by Maxime
Cailloux, Montreal (60).
Nov. 2 — Defence of Trade on the High Seas, by Captain L. W.
Murrav, r.c.n., Deputy Chief of the Naval Staff, Ot-
tawa (126).
Dec. 7 — Canadian Defence Policy, by Brigadier K. Stuart,
d.s.o., M.c, Commandant, Royal Military College,
Kingston (105).
Aeronautical Section
Three evening meetings were held, when technical papers
dealing with aeronautical or related subjects were read and
discussions held. The average attendance was sixty-three.
THE ENGINEERING JOURNAL February, 1940
81
PETERBOROUGH BRANCH
The following meetings were held during the year 1939,
with attendance in brackets:
Jan. 13 — Where Does the Engineer Fit into the Picture in a
National Emergency. An open discussion meeting (53).
Jan. 26 — Trends in Electrical Communication, by J. L. Clarke,
Bell Telephone Co., Montreal (47).
Feb. 9 — Lighting Protection for Transmission Systems, by
A. M. Doyle, Canadian General Electric Co., Toronto
(31).
Feb. 23— Metallurgy of Metallic Arc Welding, by C. R. Whitte-
more, Dominion Bridge Co., Montreal (32).
Mar. 9 — Annual Junior and Student Night. Radio Fundamentals,
by B. K. Scarlett, Canadian General Electric Co., Peter-
borough. Radio Aids to Aerial Navigation, by J. R.
Dunn, Canadian General Electric Co., Peterborough (29).
Mar. 23 — Uses of Aluminum in Industry, by A. K. Jordan,
Aluminum Company of Canada, Toronto (33).
April 22 — Aviation, by Lt. Commander C. P. Edwards, o.b.e.,
Director, Civil Air Services, Dept. of Transport, Ottawa.
Joint dinner meeting, Association of Professional En-
gineers of Ontario and E.I.C. Peterborough Branch (81).
May 3 — Annual Meeting and election of Executive (39).
Oct. 4 — Vertical Shaft Generators, by H. R. Sills, Canadian
General Electric Co., Peterborough (49).
Oct. 25— Junior Night. Steel Mill Drives, by W. C. Moull, Cana-
dian General Electric Co., Peterborough Carrier Cur-
rent Telephony, by W. W. Rapsey, Canadian General
Electric Co., Peterborough (31).
Nov. 20 — Annual Dinner. Attended bv the President, Dean H. W.
McKiel (62).
Dec. 14 — Some Fundamental Ideas Concerning the Applica-
tion and Heat Treatment of Tool Steels, by H. B.
Chambers, Metallurgical Engineer, Atlas Steels Ltd. (70).
Seven Executive Committee Meetings were held during
year.
Special committees: —
Meetings and Papers Committee — I. F. McRae and A.
R. Jones.
Branch News Editor — D. R. McGregor.
Social and Entertainment Committee — J. Cameron and
O. J. Frisken.
Membership and Attendance Committee — G. C. Tolling-
ton.
Auditor— E. R. Shirley.
QUEBEC BRANCH
Three meetings of the Branch Executive Committee were
held during the year, three Branch meetings, as follows: —
Mar. 15 — Luncheon meeting at Kerhulu's to meet H. W. McKiel,
President, The Engineering Institute of Canada.
Nov. 4 — Annual meeting and election of officers at L'Ecole Technique
of Quebec. An oyster party concluded the meeting.
Dec. 18 — Evening meeting at L'Ecole Technique of Quebec. Films
of excursions through Science, Science of Seeing and
Bumper Highway Guards. The Canadian General Elec-
tric Co. sponsored these attractions.
It is with deep regret that we report the death of M.
J. F. Guay, Life Member, who passed away during the
course of the year.
A great honour has just reflected on the Quebec Branch
through its Branch Honorary Member, Mgr. Alexandre
Vachon. Former rector of Laval University, in Quebec,
Mgr. Vachon is newly appointed Bishop Coadjutor of
Ottawa with future succession.
SAGUENAY BRANCH
The Executive Committee held four meetings during the
calendar year for the transaction of Branch business.. In
addition to these eight general meetings were held during
the year 1939, as follows.
Feb. 3 — Operating Experiences with Electric Steam Genera-
tors, by A. G. Joyce, Aluminum Co. of Canada Ltd.,
Arvida; R. A. Lane, Lake St. John Power and Paper
Co. Ltd., Dolbeau; J. W. Gathercole, Price Brothers &
Co., Kenogami; G. N. Kirby, Price Brothers & Co. Ltd.,
Riverbend; J. Foster, Price Brothers & Co. Ltd., River-
bend.
Mar. 10 — Electrical Maintenance in Industrial Plants, by J. W.
Ward, Aluminum Company of Canada Ltd., Arvida.
May 5 — The Hydrogénation of Coal, by Dr. J. Edwards, Price
Brothers & Company Limited, Kenogami.
June 9 — Dinner and Annual meeting held at Arvida, Que. Dean H.
W. McKiel, President, and F. Newell, Vice-President, were
the guest speakers.
June 16 — Maintenance as affecting the Electrical Fire Loss
Record (illustrated), by G. S. Lawler, Electrical En-
gineer of the Associated Factory Mutual Fire Insurance
Companies.
June 29 — Discussion and Demonstration of Flame Hardening
and other Oxyacetylene Processes (illustrated), by
Mr. Anderson of the Dominion Oxygen Company.
Sept. 29 — The Development of Artillery (illustrated), by G. F.
Layne, Chief Engineer, Price Brothers & Company Ltd.,
Paper Division.
Oct. 12 — Recent Developments in Steam Generating Equip-
ment, by R. E. MacAfee of Babcock-Wilcox & Goldie
McCulloch Ltd.
SAINT JOHN BRANCH
Six meetings of the Branch and six meetings of the
Executive Committee were held in 1939.
Jan. 24 — Annual joint dinner with the Association of Professional
Engineers of New Brunswick. Engineering Education,
by Dr. John Stephens, Dean of Engineering at the
University of New Brunswick.
Feb. 14 — Dinner dance at Admiral Beatty Hotel on St. Valentine's
Day.
Mar. 2 — Supper meeting at Admiral Beatty Hotel. Marine En-
gineering, by E. Ebdon, Chief Engineer of the Steamer
Manchester City.
May 4 — Annual dinner meeting and election of officers of the
Branch. President H. W. McKiel paid his official visit
to the Branch, presenting the Plummer Medal to H. I.
Knowles, Chief Chemist of the Atlantic Sugar Refinery,
for his paper Building Invisible Edifices. Following
the President's address, J. S. Hoyt entertained the
Branch with a programme of moving pictures.
Nov. 16 — Supper meeting at Admiral Beatty Hotel. European Trip,
1938, by Geoffrey Stead, District Engineer, Department
of Public Works.
Dec. 7 — Supper meeting at Admiral Beatty Hotel. The Engineer
and Public Safety, by Prof. E. O. Turner, head of the
Department of Civil Engineering, University of New
Brunswick. Dr. F. A. Gaby, President of the Institute
in 1935, was a guest at this meeting.
ST. MAURICE VALLEY BRANCH
Four general meetings were held during the year, three
in Shawinigan Falls and one in Grand'Mere. Three of the
meetings were dinner meetings and one a plant visit. A
summary of the meetings (with the number of people
attending given in brackets) is as follows:
Feb. 23 — A dinner meeting at Shawinigan Falls and the Annual
Branch meeting with installation of new officers. Also a
talk by H. O. Keay, Vice-President of the Institute, on
the proceedings and a discussion of the Annual General
and General Professional Meeting of the E.I.C. held in
Ottawa, February 14th and 15th (26).
May 26 — At the Belgo Division of the Consolidated Paper Corpora-
tion Limited, Shawinigan Falls. Modern Trends in
Boiler Design, by R. E. MacAfee, and Boiler Control,
by K. D. Sheldrick. After the meeting the party pro-
ceeded to the newly erected Boiler Plant (50).
June 8 — A dinner meeting at Grand'Mere to welcome President
H. W. McKiel. The party also included the General
Secretary, L. Austin Wright. Dean McKiel spoke on
The Education of an Engineer and The Future of
Engineering. Mr. Wright spoke on the advantages of
belonging to the Institute (55).
Dec. 14 — A dinner meeting held jointly with the Shawinigan Falls
Chemical Society, at Shawinigan Falls. Magnesium, by
Dr. L. M. Pidgeon of the National Research Council,
Ottawa (85).
SASKATCHEWAN BRANCH
There were six regular meetings of the Branch, each being
preceded by a dinner, at which the average attendance was
sixty-five. In addition, a general meeting was held during
the month of February, under the auspices of The Associa-
tion of Professional Engineers.
The system inaugurated late in 1937 with regard to the
monthly meetings which are now being held jointly by
The Engineering Institute of Canada, The Association of
82
February, 1940 THE ENGINEERING JOURNAL
Professional Engineers of Saskatchewan and The American
Institute of Electrical Engineers has again proved to be of
good general interest during the past year. A common
committee, representing the three organizations, was again
established, being known as a Papers and Meetings Com-
mittee. The Chairman of each Association again alternated
monthly in charge of the meeting and all expenses were
pooled. The identity of each organization is still retained
with annual meetings being conducted as in the past.
The standing Committees of the Branch are as follows:
Papers and Library — D. D. Low, Convenor.
Nomination — C. J. McGavin, Convenor.
Membership — J. J. White, Convenor.
The programme for the year was as follows:
Jan. 20 — Babcock Integral Furnace Boilers, by W. A. Osbourne.
Feb. 17 — Branch Members met with The Association of Professional
Engineers of Saskatchewan in Annual Meeting.
Mar. 24 — Annual meeting of Branch. Asphalt Technology, bv Dr.
N. H. McLeod.
April 21 — Stream Control in Relation to Droughts and Floods,
by P. C. Perry.
Oct. 7 — Address bv the President of the Institute, Dean H. W.
McKiel.'
Nov. 27 — Prairie Farm Rehabilitation, by George Spence.
Dec. 18 — Devoted to general discussion by Junior Members on The
Education, Training and Experience of the Young
Engineer.
SAULT STE. MARIE BRANCH
The Executive Committee met on Jan. 9, 1939, and
appointed standing committees. The Committees and the
Chairmen are as follows:
Papers and Publicity — Hugh J. Leitch.
Entertainment — John L. Lang.
Membership — Carl Stenbol.
Legislation and Remuneration — W. S. Wilson.
The Executive Committee met seven times during the
year to discuss and promote the activities of the Branch
and Institute.
Six dinner meetings were held during the year. The
average attendance at the meetings was twenty-six mem-
bers and guests. The meetings were held at no set time
during the month but were arranged for dates that suited
the convenience of the speakers.
The Branch was honoured during the year by visits from
the President of the Institute, Dean H. W. McKiel, and
the General Secretary, L. Austin Wright. Dean McKiel was
in Sault Ste. Marie in September and Mr. Wright in Nov-
ember.
Programmes of the meetings held were as follows:
Feb. 24 — Basic Open Hearth Process of the Algoma Steel Cor-
poration, by A. H. Meldrum. Beneficiation of Iron
Ore, by Henry U. Ross.
Mar. 24 — Newest Refractories for the Steel Industry, by J. W.
Craig of the Canadian Refractories Limited.
May 25 — Highways, by Hugh MacDougall, Divisional Engineer of
Highways for Algoma.
Sept. 22— Visit of the President of the Institute, Dean H. W. McKiel.
Nov. 2 — Visit of General Secretary L. Austin Wright of the In-
stitute.
Dec. 22— Annual Meeting for 1939.
A feature of the current year was the Junior Night held
on Feb. 24th under the Chairmanship of A. R. Clarkson.
The Executive hopes that this feature will be continued.
The Executive of the branch wish to thank the Sault
Daily Star for the courteous treatment afforded them dur-
ing the current year.
The Executive regret the loss through a change of address
of the following members: — Henry U. Ross, jr. e. i.e., M.
W. M. Conklin, s.e.i.c, Carl G. Kauth, jr. e. i.e. We wel-
come into our Branch A. Mendelsohn, s.e.i.c. and John
Callum, s.e.i.c.
Another outstanding feature of the year was the appeal
made to the branch resident and non-resident members for
a contribution to the Honorarium which was presented to
Capt. R. J. Durley, Emeritus Secretary of the Institute. A
generous response was received from the members.
TORONTO BRANCH
The Annual meeting of the Branch took place at the
Canadian Military Institute on Wednesday, April 5, 1939.
The meeting was preceded by a dinner at 7 p.m. at which
Dean S. C. Hollister, Dean of Engineering at Cornell
University; Dean C. H. Mitchell, Prof. C. R. Young, Prof.
R. W r . Angus, J. R. Dunbar, Chairman of the Hamilton
Branch; A. R. Hannaford, Secretary of the Hamilton
Branch; C. G. Moon, Chairman of the Niagara Peninsula
Branch; E. P. Muntz, Hamilton; J. A. Vance, Woodstock,
were present.
During this past year the Executive Committee has held
eleven meetings. Average attendance — nine.
Regular meetings held during the year are listed below
with attendance given in brackets.
Jan. 14 — Social evening held at the Engineers Club for members and
their wives. Preceded by dinner and followed by enter-
tainment, music, cards and billiards (125).
Jan. 19 — Annual Students' night. Diesel Electric Buses, by R. N.
Boyd. Cavitation, by A. D. Smith. The Engineer in
the Plant, by F. C. Read. Geared Turbine Drives
for Marine Propulsion, by M. D. Stewart. Soil
Stabilization, by W. M. Walkinshaw. Future of Pulp
in Northern Ontario, by G. T. Perry.
Feb. 2 — Highway Trends in Ontario, by C. E. Robbins, District
Engineer, Ontario Department of Highways (55).
Feb. 15 — The Forgotten Sparkplugs of Industry, by Colonel
Willard Chevalier, Vice-President, McGraw-Hill Pub-
lishing Company, New York. At this meeting an in-
vitation was extended to all engineering and allied
societies in Toronto (185).
Mar. 2 — Aerial Transportation Developments in Canada, by
J. A. Wilson, Controller of Civil Aviation, Department
of Transport, Ottawa (100).
Mar. 16 — Engineering Experiences in China, by A. T. Cairn-
cross (75).
April 5 — Annual Branch meeting (80).
May 18 — Joint Dinner meeting — Affiliated Engineering and Allied
Societies in Ontario. Recent Developments in Avia-
tion, by Igor I. Sikorsky, Engineering Manager, Sikorsky
Aircraft Division of United Aircraft Corporation (430).
Oct. 12 — Mining and Smelting of Nickel and Its Engineering
Uses, by K. H. J. Clarke, Sales Engineer, International
Nickel Company (160).
Nov. 2 — The Low Voltage Network System of Distribution,
by C. E. Schwenger, Toronto Hydro-Electric System (70).
Nov. 17 — Engineering Education and Professional Responsi-
bility, by the President of the Institute, Dean H. W.
McKiel. This was the occasion of the President's visit
to the Branch (50).
Nov. 30 — Modern Applications of Diesel Engines, bv J. L. Bus-
field (50).
Dec. 7 — Airport Facilities at the Island and Malton, by E. L.
Cousins (70).
Previous to each regular meeting, dinners have been held
in Hart House. These have been well attended and enjoyed
by all who have availed themselves of the opportunity to
attend.
The Branch Loan Fund established some seven years ago
has a balance of $200.00. One application for a loan has
been received during the year.
It is with deep regret that we record the death of the
following members of the Branch during the year; J. F.
Cassidy, a.m.e.i.c.; G. E. Evans, m.e.i.c. ; E. T. Wilkie,
M.E.i.c. Our sincere sympathy is extended to their families
in their loss.
VANCOUVER BRANCH
Another year has passed for our Branch, and although
there has been no happening of a spectacular or very
unusual nature, the year has been marked by a steady
progress of routine events which have taken place in an
ordered sequence and harmonious manner. The activities
of the Branch were briefly as follows:
Jan. 14 — Inspection trip of Vancouver Iron Works plant to see
fabrication of 48 in. electrically welded steel pipe manu-
factured by them for the Greater Vancouver Water
District. Also inspection of 48 in. submerged section of
48 in. concrete main being assembled before launching
at the Indian Reserve, False Creek.
Jan. 20 — Bullion Placer Gold Mine, bv Ray F. Sharpe, General
Manager, Bullion Mines, Bullion, B.C.
THE ENGINEERING JOURNAL February, 1940
83
Feb. 9 — Exhibition of film made by Missouri State Highway Com-
mission. Tests on Various Highway Guard Rails, by
A. E. Foreman, Consulting Engineer.
Mar. 6 — New Westminster Night. The Development of the
Fraser River Channel, by K. W. Morton, District
Engineer, Department of Public Works (Canada), New
Westminster, B.C.
April 14 — An illustrated lecture, The Brothers of the Bridge, by
A. L. Carruthers, Department of Public Works, Victoria,
B.C.
May 17 — Inspection of Vancouver Airport (Sea Island) by courtesy
of the Trans-Canada Airlines, Department of Transport
and City of Vancouver Airport authority.
Oct. 19 — Dinner in honour of Dean H. W. McKiel, President of the
Institute, and L. Austin Wright, General Secretary.
The Branch also sponsored a lecture at the University
of British Columbia last spring when an illustrated address
on Hydraulic Gates originally prepared by Mr. Newell,
Dominion Bridge Company, was presented to the Applied
Science students.
The visit of our President, Dean H. W. McKiel and the
General Secretary, Mr. L. Austin Wright, will not soon be
forgotten by any of the members or guests who were pres-
ent at the well attended dinner meeting on October 19th.
The Presidential address was truly inspiring, stressing as
it did the responsibility of the engineer, prior to the
declaration of war, and the vitally important part he will
take during and after the conflict. It was gratifying to
observe the keen interest shown by our President in the
importance of the young engineer in study and training,
and we may rest assured that our representatives at Mont-
real are doing everything reasonably possible for the young
members of the Institute.
The Chairman was invited by the General Secretary to
attend the Regional Council meeting at Calgary on October
14th but was unfortunately unable to attend; however, the
Branch was most ably represented by our Councillor, Mr.
James Robertson.
The Executive meetings during the year were well
attended and were marked by keen interest and the most
friendly co-operation by all the members. We were un-
fortunate in losing the services of Air Commodore G. 0.
Johnston, due to the outbreak of the war.
There is little to report in the matter of co-operation
and co-ordination between the Institute and the Associa-
tion of Professional Engineers, but we believe that ideas
are developing into a stage of crystallization which we hope
will take definite and mutually satisfactory form at a future
date.
Our Branch has maintained the best of relations with
the University of British Columbia student body where we
are most fortunate in having the valuable and ever-ready
assistance of Dean Finlayson and our good friend and
member of the Executive, Mr. Archie Peebles.
We regret to record the death of Mr. Thos. H. White,
m.e.i. a, of honoured memory, on March 20, 1939, who was
until his death the oldest member of the Institute.
The executive committee desires to express appreciation
of the valued services of our efficient secretary, T. V. Berry,
who has again proved his worth to the Institute in general
and to our own Branch in particular.
VICTORIA BRANCH
During the year three general meetings of the Branch
were held with an average attendance of twenty-five.
May 5 — Coast Defence, by Lieut .-Col. R. L. Fortt, Officer Com-
manding Royal Canadian Artillery on the Pacific Coast.
Oct. 23 — Branch received a visit from Dean H. W. McKiel, Presi-
dent of the Institute, accompanied by Mrs. McKiel and
L. Austin Wright, General Secretary. A very successful
dinner meeting was held when both the President and Mr.
Wright addressed the members on Institute affairs.
Dec. 7 — Luncheon meeting. The Use of Aerial Photography for
Mapping, by F. C. Green, Surveyor-General of British
Columbia.
Five meetings of the executive committee were held dur-
ing the year when branch business was transacted, the
average attendance of executive members being 70 per cent.
Much of the business of the Branch throughout the year
was delegated to the chairman and the secretary for atten-
tion.
Membership
The year just past saw considerable activity in the
transfer of membership to and from this Branch and other
branches of the Institute, much more so than in former
years. This is largely accounted for in the proximity of the
Branch to military and naval headquarters where many of
our members are stationed.
In all ten transfers to the Branch were recorded and three
new members were enrolled, two Students and one Junior.
Five members of the Branch were transferred to other
jurisdictions. The Branch had the misfortune to lose two
of its Life Members by death during the year, W. S.
Drewry, a.m.e.i.c, and Lieut. -Col. A. E. Hodgins, m.e.i.c,
both being of advanced age at the time of their death.
Annual Meeting
The annual meeting of the Branch will be held early in
the new year when the election of officers will take place.
In conclusion this executive committee wishes to sincerely
thank the General Secretary, and all his assistants at Head-
quarters for the ready assistance and unfailing courtesy
received at all times throughout the year.
WINNIPEG BRANCH
During the year, the Branch Executive Committee held
fourteen business meetings. In accordance with an agree-
ment consummated in 1938, all general meetings except the
Annual meeting, and the meeting of Oct. 3rd, were held
under the joint auspices of the Winnipeg Branch and the
Association of Professional Engineers of the Province of
Manitoba. Papers presented at these meetings are listed
below, the attendance for each meeting being shown in
brackets.
-Automatic Fire Extinguishing Systems, by J. C. Davis,
President, J. C. Davis Co. Ltd. (50).
-Radio in Air Transportation, by S. S. Stevens, Radio
Engineer, Trans-Canada Airlines (90).
-Annual meeting (45).
-Soils and Soil Conservation Problems, by Prof. Ellis,
Department of Soils, University of Manitoba (49).
Mar. 16 — Calcium Chloride in Engineering Construction, by
J. A. Knight, Manager of Highway Engineering Service,
Brunner Mond Canada Ltd. (43).
-The Manitoba Power Commission, by J. P. Fraser,
General Superintendent, Manitoba Power Commission
(65).
-Some Experiences with Residence Foundations, by C.
V. Antenbring, Designing Engineer, Cowin & Co. Ltd.
(158).
-Institute Affairs, by President McKiel.
-Foreign Exchange Control, by Prof. W. J. Waines, De-
partment of Political Economv, University of Manitoba
(71).
-Visit to Engineering Laboratories, University of Manitoba
(101).
-Modern Trends in Primary Sewage Treatment, by
Douglas L. McLean, Superintendent, Greater Winnipeg
Sanitary District (71).
Dec. 7 — Electric Boilers and their Application to Industry,
by C. P. Haltalin, Assistant Engineer, Winnipeg Electric
Co. (52).
Jan.
5
Feb.
2
Feb.
Hi
Mar.
2-
April
6-
April
20-
Oct.
3-
Oct.
19-
Nov.
2-
Nov.
16
84
February, 1940 THE ENGINEERING JOURNAL
Abstracts of Current Literature
AMERICAN DIESEL PROGRESS
Diesel Railway Traction, November 24, 1939
Abstracted by R. G. Gage, m.e.i.c.
The rate of progress maintained in the dieselization of
American railways during the past two years or so shows,
if anything, an increase within recent months, as witnessed
by the following notes. The Chicago, Burlington & Quincy
Railroad is to purchase four 2,000 b.h.p. streamlined stain-
less steel Diesel locomotives. Six of these units will be
operated in pairs on the Exposition Flyer and Aristocrat
trains, and the seventh will be held as spare for these two
trains and for the Denver Zephyr and Twin Zephyr ser-
vices. The original three-car Zephyr train was recently
involved in a collision with a freight locomotive. The
Chicago & North Western Railroad has been authorized to
purchase two triple-unit 6,000 b.h.p. electro-motive Diesel
locomotives for hauling two 14-car streamlined trains to
run between Chicago and California. The Chicago, Rock
Island & Pacific Railroad has been authorized to purchase
ten 600 b.h.p. Diesel-electric switching locomotives at a cost
of $625,000 and ten of 300 b.h.p. at a cost of $350,000.
The Alabama & Florida Railroad is introducing light rail-
cars on its local services, some of the vehicles being road-
railers. Diesel engines of International manufacture are
being used. The Illinois Central Railroad has ordered seven
600 b.h.p., one 1,000 b.h.p. and two 2,000 b.h.p. electric-
motive Diesel switching and freight-transfer locomotives,
the enquiries for which were noted in our issue of October
27. The Minneapolis, Northfield & Southern Railroad is
proposing to purchase three Diesel-electric locomotives at a
cost of $175,000 and the Ford Motor Company has ordered
three 1,000 b.h.p. switching and freight transfer locomotives
from the General Electric Company; each is to be powered
by two 500 b.h.p. Cooper-Bessemer engines. Together with
such recent introduction as the new Diesel-hauled 400's on
the Chicago & North Western and the Denver Rockets on
the C.R.I. P., and trains being built for the Atlantic Coast
and Florida East Coast lines, the above orders give a good
cross-section of Diesel traction activities in the U.S.A. The
service given by the express Diesel locomotives in the States
has been such that Mr. C. T. Ripley, chairman of the Rail-
road Division of the American Society of Mechanical
Engineers, said recently that a radical change in the design
of the steam locomotive would be necessary to make it
capable of fully competing with the Diesel in high-speed
service, even when the Diesel was working over territory
mainly worked by steam locomotives. If a complete division
was changed to Diesel traction there would be further major
savings in the elimination of fueling and water facilities,
and in intermediate section points.
THE ARTISAN CRISIS
The Engineer, October 13, 1939
Handicraftsmanship as understood in the higher scale of
artisan organization, with its professional qualifications en-
titling independent skilled workers to belong to the con-
fraternity, has a bearing on the lighter branches of engin-
eering production that should not be overlooked. An artisan
of this class must be an artist in his trade and highly skilled,
producing goods of individuality and quality, and appealing
to buyers who are prepared to pay for goods of distinctive
merit. He belongs to a middle class of producers between
the big industry and the smaller artisans who are, for the
most part, individual workers in association for relief from
fiscal burdens that fall on industry generally. For many
years the middle class artisan confraternity has been reor-
ganized over most of the Continent on a social basis with
international co-operation, and its aim has always been to
attain the highest standard of quality of production. It is
Contributed abstracts of articles appear-
ing in the current technical periodicals
this ideal that stands out as a measure of achievement in
all industries. A handicraftsman in art metal work, for
example, sets a standard which the mass production manu-
facturer cannot hope to equal but is obliged to get as near
to it as he can. The middle class artisan production can
only find an outlet among buyers who will pay more for
goods that are valued for professional initiative and taste,
sound workmanship, and quality. A crisis has now arrived
when that class of buyer has wholly disappeared. The situ-
ation of the artisan was already becoming difficult from the
time that the financial stagnation and lessening incomes
favoured the lower quality goods, and when armament
manufacture was accelerated there were complaints from
artisan associations that master craftsmen were going into
factories in response to the demand for skilled workers.
Since the outbreak of war the Federation of Syndicates of
French Artisans sought to obtain work for its members by
a participation in orders for national defence. This would
necessitate an organization that does not appear yet to be
feasible. For the moment, the situation of the artisan is
critical. The general character of the crisis is seen in arrange-
ments that are being made by the Government of the Swiss
Confederation for the relief of artisans, who represent the
greater part of the industrial population and contribute
largely to the country's export trade. Alike in Switzerland
and in France the artisan class will experience a difficult
time during the war and all through its after-effects until
the world settles down to a state of confident commercial
collaboration. There can be no suppression of handicrafts
in individualist countries, however much big industry may
grow, and it is all to the good that handicraftsmanship
should grow with it. On the other hand, the existence of
the artisan is stated to be seriously threatened in Germany
where, nevertheless, the movement which extended over
the greater part of the Continent first took shape and
exacted high qualifications from master craftsmen and im-
posed conditions of apprenticeship that were calculated to
give increasing vitality to middle class industry. The col-
lective system now adopted in Germany has much in com-
mon with that of the Soviets, so far as the submerging of
individualism is concerned. A grouping of industrial and
commercial effort under State control tends to the sup-
pression of the artisan and the small trader. When a country
becomes a vast State industrial machine it loses the human
factor that means so much for progress, and this is recog-
nized in the other totalitarian country where the artisan
movement is fostered as necessary to the national welfare.
CANADA'S ECONOMY ON A WAR BASIS
Effect on Trade
Trade and Engineering, October 1939
The change of Canada's economy to a war basis is being
made rapidly and smoothly. New control boards have been
set up which are functioning efficiently. The War Supply
Board is being organized with powers which will extend
considerably beyond the purchasing of supplies. The War-
time Prices and Trade Board has almost completed its
organization, while the Foreign Exchange Control Board
was set up with a speed which was surprising and even
startling.
A ship licensing board has been created for the purpose
of conserving and controlling shipping for essential service.
Various measures are under consideration for ensuring
supplies of needed materials without excessive price in-
creases and include embargoes on exportation of some com-
modities and reductions in import duties in respect of others.
THE ENGINEERING JOURNAL February, 1940
85
Industrial organizations also are making the necessary-
adjust ment s to the new conditions.
Control of Exchange
The Canadian regulations for control of foreign exchange
will follow closely the British control system. They are
designed to protect Canadian resources and prevent ex-
portation of Canadian capital for other than necessary
purposes. A gradual repatriation of Canadian investments
abroad may be expected as Canadians dispose of United
States securities, and the exchange obtained on their
realization will be available to the foreign exchange control
board on conversion into Canadian funds.
While one of the purposes of the exchange control system
is to protect the Canadian dollar against too drastic decline
and to maintain Canada's credit and purchasing power for
necessary uses, the requirement of licenses for importations
and the high premium undoubtedly will have an effect of
far-reaching importance in discouraging imports, and
incidentally, will provide further protection for Canadian
industry in the home market. In addition, they will reduce
Canadian spending on pleasure trips and even on business
trips to the United States of America.
While many examples might be given of how the exchange
situation will restrict imports to the advantage of Canadian
producers, the situation as regards importations into
Western Canada of United States crude oil for refining is
of special interest. The increased cost in United States
currency of Illinois crude oil provides the opportunity for a
considerable extension throughout Western Canada from
the Ontario-Manitoba border to the Rocky Mountains of
sales of petrol produced from Turner Valley crude.
Turner Valley Oil
Although the control of imports which has been estab-
lished by the British Government and the drop in the
exchange value of the pound sterling will have a very
marked effect on Canada's exports to the United Kingdom
of products other than essential raw materials, food sup-
plies, and munitions, the premium on United States funds
is assisting Canadian producers to increase their sales in
the United States.
Moreover, the war situation has lessened greatly Euro-
pean competition against Canadians in supplying wood
pulp, newsprint, paper, and various other products to the
American market. Under a provision of the trade agree-
ment between Canada and the United States the treaty
may be modified or terminated if the rate of exchange
varies to such an extent as to prejudice the position of
either country, but there is no expectation that the United
States will avail itself of such right.
THE CYCLOTRON
Colvilles Magazines, September, 1939, and
The Engineer, October 6, 1939
We publish on this page an engraving of the mechanical
portion of a large electro-magnet, recently constructed by
Colvilles, Ltd., for the Department of Physics of the
University of Birmingham, at the head of which is Professor
M. L. Oliphant, F.R.S. When completed on the electrical
side it will provide for the department an entirely new type
of tool of immense power for physical and biological re-
search, and a new means of investigating atomic structure
which may well lead to discoveries having important and
far-reaching results. The length over all is 15 ft. 7 in.;
height, 12 ft. 3 in.; and breadth, 8 ft. The total overall
weight is practically 230 tons. The base, side supports, and
upper bridge pieces are of multiple plate construction and
the area of 2 in. thick plates used for this purpose is sufficient
to make a path 2 ft. wide and almost half a mile long.
All the material used in construction, i.e., steel plates,
pole pieces, ties, suspension bolts, etc., were produced and
roughed to shape at Dalzell Works, Motherwell, and it
had been intended to complete the equipment in the work-
shop there as far as possible. However, the necessities of
production requirements intervened so that the finished
machining of the various pieces, together with the complete
assembly, was undertaken at the Finnieston Works of
Harland and Wolff, Ltd., where the photograph shown was
taken in their workshop.
In a precision instrument of this nature, the machining
of the components and particularly of the pole pieces re-
quired craftsmanship of a very high order. These pieces
were required to have dead smooth surfaces, and also to
be flat and parallel within a tolerance limit plus or minus
two thousandths, and to achieve this high standard over
areas of 6 ft. in diameter represents no mean achievement
in precision machining and finish. Installation on site is
now proceeding in Birmingham where elaborate precaution-
ary measures are being taken in the accommodation pro-
vided to reduce the risk of accident and ensure the safety
of the experimenters.
230-ton cyclotron.
In the efforts to produce high-speed atomic particles, the
Cyclotron, or magnetic resonance accelerator, has so com-
pletely demonstrated its superiority in the matter of the
energies which can be produced that laboratories all over
the world are using them. Its popularity is easily understood
in view of its effectiveness in producing the very energetic
particles needed to disrupt the nuclei of the heavier ele-
ments. Direct methods of acceleration have failed as yet
to give particles with energies exceeding about 2,000,000
volts, mainly because of the difficulty of getting an evacu-
ated tube to stand the electrical strain of such high voltages.
The Cyclotron, using no actual voltages above a few tens
of thousands, has no such insulation difficulties, and so,
relatively speaking, may be built cheaply and housed cheap-
ly, yet it will deliver ion beams consisting of particles having
many millions of volts energy.
RAILWAY TRAVEL IMPROVEMENTS IN FRANCE
The Engineer, October 13, 1939
One month after the mobilization, the Minister of Public
Works, Monsieur de Monzie, was able to give some idea
of the achievement of the National Railway Company in
maintaining a minimum service in the public interest while
the railways were requisitioned for the abnormal require-
ments of military transport. During the first week 1,500
trains were run for the evacuation of populations from the
frontier departments to the central regions of France, and
the number of trains for public service was steadily in-
creased until, at the beginning of October, it was possible
to resume a limited number of express trains on all the
main lines. From Paris there are expresses to Hendaye,
Marseilles, Vintimille, Strasbourg, Cherbourg, and other
86
February, 1940 THE ENGINEERING JOURNAL
important towns, as well as an acceleration of the Orient
Express. Between Paris and Dieppe there is a daily express
each way, the morning outward-bound train taking three
hours 10 minutes for the journey and the evening train
back three hours 18 minutes. Three express trains run each
way daily between Paris and Havre, the outward time
being three hours 37 minutes, and only two or three minutes
more for the return. There are also three expresses each
way between Paris and Calais which take five hours seven
minutes for the journey, except the evening train from
Paris, which reduces the time by seven minutes. Monsieur
de Monzie affirms that the railway service is now about
two-thirds of the normal, but it does not provide the same
acceleration, and all expresses stop at some intermediate
stations. The rapides have not been restored. Under present
conditions the service is as good as can be expected, though
still liable to be interfered with by military requirements.
The public is invited to use the railways as little as possible,
and Monsieur de Monzie complains of the way in which
people evacuated from Paris are returning. Another inter-
esting statement by the Minister is to the effect that the
National Railway Company proposes to carry out certain
reforms in the services and the trains, notably by providing
more general comfort in travelling. Trains in France are
still made up with three classes of coaches, but following
upon the increases in fares, and the necessity for everyone
to economize in view of rising prices, practically all passen-
gers travel third class. Except for the big expresses there is
hardly any train with more than two first and second class
coaches, the first class generally sharing a coach with the
second class. It may be presumed, therefore, that one of
these classes will be suppressed, and that there will not be
so wide a disparity in comfort between the two remaining
classes as exists at present. Third class' coaches badly need
improvement in this respect, and it should be possible to
provide adequate comfort now that the greater part of the
rolling stock will have to be renewed.
PORTABLE SUCTION GAS PRODUCERS
The Engineer, November 24, 1939
The use of suction gas for road vehicles has become an
essential factor in war time economy. There is no escaping
the alternative of running privately-owned lorries and
tractors on home-produced fuels or of laying them up during
the period of hostilities. For this reason it is no longer a
question of whether suction gas offers the same reliability,
convenience, efficiency, and all-round economy as liquid
fuels, but merely whether lorries can be run on it with the
certainty that owners will be able to continue their busi-
ness, which must be done if the country is to maintain a
normal activity. In its present state of development the
suction gas vehicle is doing sufficiently good work under
favourable conditions. When there is no other source of
energy available, apart from compressed coal gas and elec-
tricity, lorries with suitable suction gas equipments may be
relied upon when placed in charge of men who know how
to handle them. The problem has been the subject of long
and patient research. It has been solved up to a point of
practical utility, while failing to eliminate apparently in-
herent technical difficulties that at present stand in the
way of a completely satisfactory realization. There has been
a dispersal of effort in research and experiment, which may
have been to the good in covering the ground so fully, and
while failures are many there are practical successes and
an accumulation of experience that now needs co-ordina-
tion with the object of achieving the continued develop-
ment of the suction gas vehicle. A Comité National d'En-
tente des Carburants de Remplacement has been formed to
effect such co-ordination so that a large war-time scheme
can be put in hand for the equipment of lorries and other
vehicles with producer plants. It represents all interests in
the portable suction gas producer industry, and has ap-
pointed four commissions, each devoted to one of those
interests. Firstly, the production of charcoal and composite
fuels has its own problem of standardising a quality of
fuel and stabilizing prices. Secondly, the distribution of
fuel supplies throughout the country has a tendency to lag
behind demand in the early stages because the demand is
small and irregular, and if rapid progress is to be made
consumers must be assured of being able to obtain supplies
everywhere, and that, too, under conditions that do not
involve undue variations in the standard price which may
be expected from the cost of transporting charcoal and
composite fuels over long distances. The question of the
quality of fuel has disturbed many suppliers who had shared
in a general belief that charcoal from any wood or waste
would be suitable for portable suction gas plants. It is a
matter that must be left to the third commission which
deals with the construction of producers. While these offer
interesting problems that may be solved in time, the com-
mission can hardly do more at present than select the most
suitable types of existing producers and arrange for their
construction in sufficient numbers. Fourthly, of equal im-
portance is the work of the commission which covers the
whole practise of fitting suction gas equipments to vehicles.
In the absence of engines designed especially to run on
suction gas, exact information will have to be prepared
concerning alterations to be made in engine bores, com-
pressions, speeds, and changes in gears, as well as dimensions
of induction pipes and other details that make all the differ-
ence in the running of suction gas lorries. This work is in-
tended to make the best use of existing suitable plants in
the hope of increasing the number of vehicles in use eventu-
ally to something like 30,000. At the same time, it may be
assumed that with the importance given to suction gas road
traction under present abnormal conditions, the new organ-
ization will be able to encourage a more active technical
development in the direction of creating types of suction
gas engines and simplifying the producer and general equip-
ment in a manner to give some permanency to the industry.
ROT-PROOFING OF SAND-BAG
REVETMENTS
Engineering, November 24, 1939
In a memorandum issued by the Ministry of Home
Security, it is stated that, on the basis of present informa-
tion, two types of preservative are considered to be suitable
for application to sand-bag revetments. They are, respec-
tively, a creosote or tar distillate, used as a water emulsion,
and a solution of an organic copper salt in creosote, made
up into an emulsion. The former is more widely available
than the latter and is suitable for the treatment of revet-
ments in position which had already deteriorated as the
result of exposure to the weather for some time. The latter,
although more potent, is also more expensive, and it is
pointed out that its use will not generally be justified unless
the bags are in good condition. Further, it is desirable to
take down the whole revetment, treat all the bags, and then
re-pile them. When a water emulsion of creosote or tar dis-
tillate is used, it should be applied in such quantity as to
give, on the exposed portion of the bag, a coating of creosote
not less than one-fifth of the normal dry weight of the
fabric exposed. This is given approximately by a 25 per
cent creosote emulsion when sprayed on the bags to give
a thorough coating, completely satisfying the absorption
of the fibres. The creosote should comply with British
Standard Specification No. 144 1936, which deals with
"Creosote for the Preservation of Timber." Any normal
emulsifying agent may be used, and the composition below
may be taken as a typical example. The latter three items
constitute the emulsifying agent.
65 parts creosote
35 " water
1.2 " oleic acid
0.8
casein
0.36 " sodium hydroxide
The emulsifying agent is dissolved in water and the two
fluids are mixed in a jet similar to that of a cream-making
THE ENGINEERING JOURNAL February, 1940
87
machine. An emulsion prepared in this manner, it is stated,
should be stable and capable of being transported in drums
or kegs. Before use, it should be diluted with water to a
suitable consistency for spraying, bearing in mind, however,
that the creosote content does not fall below 25 per cent.
When using the organic copper-salt emulsion, the salt
should be dissolved in the creosote or tar distillate, the
solution then being made up into an emulsion with water,
by the use of a special type of emulsifying agent. The
copper salt should be one of an organic fatty acid of high
molecular weight, such as, for example, copper oleate. The
organic copper salt should be added in the proportion of
16 per cent of the weight of the creosote, and the whole
should be emulsified with water. When sprayed on the bags,
it should be applied as a 20 per cent emulsion.
It is emphasized in the memorandum that the emulsion
should be diluted with water immediately before use, as
the diluted solutions do not keep. The emulsions should
preferably be applied by means of a paint or horticultural
spray, or even an A.R.P. stirrup pump, though brush appli-
cation is permissible. Care should be taken to coat thor-
oughly any seams visible on the face of the pile, and to
work the emulsion well into the seams. As is the case when
handling creosote in the ordinary way, care is needed to
avoid fire risks during application, and naked lights should
not be allowed in the vicinity of the work nor should the
men smoke while spraying. The freshly-creosoted revet-
ments will have a strong odour characteristic of creosote,
but this will decrease to an unobjectionable amount in a
few days. As creosote may cause permanent stains, suitable
measures should be taken to protect the surface of buildings
against which the bags are placed, while spraying is in
progress. In order to obtain the best possible penetration
into the fabric of the bags, the preservatives should not
be applied immediately after heavy rain, and, when wet,
the bags should be given a reasonable time to dry. It is
desirable to repeat the treatment and this should be done
at intervals not exceeding three months.
HIGH-SPEED LIGHTWEIGHT PASSENGER TRAINS
By C. T. Ripley, Chief Engineer, Wrought Steel Wheel
Industry, Chicago, 111.
In a paper delivered on November 21 before the American
Society of Mechanical Engineers at New York, Mr. Ripley
stated that the streamlined high-speed, lightweight passen-
ger train has been definitely successful on American rail-
roads in recovery of traffic, financial return, and mechanical
performance, and, consequently, the number of such trains
in service should continue to increase.
In view of the current investigation of the safety of high-
speed, light-weight trains by the Interstate Commerce
Commission, Mr. Ripley offered the following statement:
"Generally speaking, the new lightweight cars are being
designed and built just as strong and safe as the older heavy
types. Better engineering, stronger materials, and improved
methods of fabrication make this weight reduction possible.
New welding technique largely eliminates the human ele-
ment and when properly applied should be preferable to the
old riveting practice. In 1912 and 1938, specifications were
written by the Railway Post Office Department so as to
cover practically all types of construction with all types of
materials. The major provisions o both the 1912 and 1938
specifications were, first, a minimum strength of centre-sill
construction based on 400,000 lb. buffing static load and a
factor of safety of two, and second, a minimum strength of
end construction to protect against telescoping action. Cars
built to meet these specifications have rendered excellent
service with a remarkably good record in the protection of
passengers under wreck conditions. As a consequence when
lightweight construction was started in about 1931 these
specifications were used as a minimum requirement, even
though there were no rules of the American Railway Associa-
tion or of the Government setting such limitation.
However, a feeling developed that because of the opera-
tion of lightweight cars between heavy cars in trains, it was
necessary for the Association of American Railroads to set
up more detailed specifications to cover the construction of
aîl passenger-train cars built in the future, giving particular
attention to prevention of damage from telescoping. A com-
mittee of the Association of American Railroads has re-
cently developed these new specifications and they will
probably govern all new construction of passenger cars.
While these new specifications are generally based on the
Railway Post Office specifications, they include some major
changes. They provide for a centre-sill strength such that
an 800,000-lb. load applied on line of draft will not produce
any permanent deformation. The new specifications also
include increased requirements for strength of couplers,
carrier irons, and end construction, all of which mean some
increase in weight, but which are apparently justified in
view of the importance of maximum protection against
telescoping of cars.
Several of the early trains were built of aluminum alloys
but in recent years the majority of them have been built
of stainless steel or low-alloy high-tensile steel. Inasmuch as
no exactly similar cars have been built using the different
types of steel or aluminum, it is not possible to make accu-
rate weight comparisons. While it is true that the full use
of the superior physical properties of stainless steel or the
light weight of aluminum is limited to some degree by de-
flection requirements, it should be possible, by using these
materials instead of low-alloy steel, to construct a lighter
car of equal strength. A general comparison of the large
number of cars of the various types which have been built
indicates a weight advantage for stainless steel and alumi-
num of at least five per cent. It would be expected that the
construction cost of cars built of these materials would be
somewhat higher due to the high cost per pound of such
materials, but competition between builders has resulted in
about equal bid prices.
It is too early to evaluate fully the different types of
light-weight car construction. Maintenance costs over a
longer period and performance in accidents will ultimately
provide the answer. It appears, however, that a weight of
about 100,000 lb. for an 80-ft. coach is entirely practicable
with full safety to passengers. If too much space for extra
luxuries is provided, part of the advantage of lightweight
construction is lost, as the important factor is the weight
per passenger carried.
The Diesel-electric locomotive is more commonly used
in these new high-speed streamlined trains than is the steam
locomotive. It is claimed by some that this is chiefly due
to the interest of the public in a new type of power, but the
users apparently have good engineering arguments to sup-
port their choice. The advantages claimed for the Diesel
are: first, high availability; second, rapid acceleration be-
cause of high tractive power at lower speeds; third, low
maintenance costs; fourth, low fuel cost (usually less than
half that of steam) ; fifth, lower rail stresses. The steam loco-
motive is less expensive, costing about $37 per hp. However,
it is harder on track at high speeds due to the dynamic
augment produced by overbalance in the driving wheels. It
appears that radical change in the design of the steam loco-
motive is necessary to make it capable of fully competing
with the Diesel in this service."
In conclusion, Mr. Ripley said, "Schedules faster than
those now being made at 90 and 100 m.p.h. are possible and
probable as soon as roadway conditions are further im-
proved by curvature reduction and grade-crossing elim-
ination."
GERMAN OIL RESOURCES— POPULAR GUESSING
GAME
Petroleum Times, November 25th, 1939
Abstracted by A. A. Swinnerton, a.m.e.i.c.
That popular guessing game of the moment — what are
German oil resources — continues apace. An article in this
issue by B. O. Lisle (New York) suggests that the German
88
February, 1940 THE ENGINEERING JOURNAL
supplies may be greater than generally believed, and that
by cutting down civilian consumption the annual output —
quite apart from any reserves that may have been built
up — may enable her to last much longer than her production
and consumption figures might indicate.
Dr. A. J. V. Underwood, whose views on oil and cognate
matters always carry the weight of sincere study, especially
as regards German matters, comes to the same conclusion
in an article in "The Industrial Chemist" for November.
He puts forward strongly the view that it is the prospec-
tive position towards the end of 1940, or early in 1941,
that should be considered closer. In this light he arrives
at the following table.
Present Production
rate of about
production end 1940
Tons per year
Synthetic production 2,000,000
Natural petroleum 700,000
Benzole 500,000
Producer gas from wood,
charcoal, coke, anthra-
cite 200,000
Brown-coal tars 200,000
Bituminous coal tar oils. . . 250,000
Bottled gas 150,000
Ethyl alcohol 200,000
Methyl alcohol, isopropyl
alcohol, n-butyl alcohol,
isobutyl alcohol, acetone,
methyl ethyl ketone 100,000
Total 4,300,000*
(30,000,000 bbl.)
3,000,000
1,000,000
600,000
500,000
400,000
400,000
250,000
200,000
200,000
6,550,000*
(45,000,000 bbl.)
Dr Underwood believes that even after the end of 1940
a further increase of production is, of course, possible and
concludes his interesting survey thus:
"It therefore appears improbable that Germany will be
rendered unable to carry on the war owing to a shortage
of oil unless military activity on a greatly extended scale
results in an extremely large increase in consumption or
unless the present sources of oil imports into Germany are
cut off through changes in the international situation or
inability to meet payments required for vital imports, or
unless Germany's productive facilities are seriously reduced
through damages resulting from military operations."
On the other hand, in another article, C. R. Garfias and
J. W. Ristori of the Cities Service Company are of the
opinion that the Axis Powers are short of petroleum and
that Roumanian oil is vital to Germany. They estimate
that Germany with a domestic production of 25 million
barrels as against estimated war time requirements of 90
million barrels is short 65 million barrels per year.
They estimate that Italy will have a production of about
one million barrels against a war time demand of about
40 million barrels, leaving a deficit of 39 million barrels
per year.
Russian production and consumption are about balanced
at 240 million barrels per year and, even if Russia had any
surplus for export, transportation difficulties would rule
them out as a source of supply for Germany.
Rumanian production is estimated at 55 million barrels
with a consumption of 20 million, leaving a surplus for
export of 35 million barrels per year. But to transport this
to Germany would require about 11,000 tank cars or 300
trains in continuous operation. Even if this feat could be
accomplished it would still leave Germany 30 million bar-
rels short of their requirements, as well as leaving nothing
to take care of Italy's requirements (this may be one reason
why Italy is staying neutral). Incidentally it should be noted
that in peace time about 80% of Germany's imports and
60% of Italy's came from North and South America, so
that Italy's entrance into the war as an ally of Germany
would increase Germany's petroleum difficulties. The
authors consider that one of the few ways in which Germany
could avoid or lessen the dangers of a petroleum shortage
would be to make peace or bring the war to a successful
conclusion before she has exhausted her stored supply of
petroleum products.
*(At rate of seven barrels to the ton J
FLOOD PROTECTION IN THE LONDON TUBES
The Engineer, October 13, 1939
An announcement issued by the Ministry of Information
gives a short account of the work in progress on that section
of the Northern Line between Kennington and Strand,
which has been closed to traffic since Thursday, August 31.
At this point of the line the tube tunnels run under the
river and electrically-operated flood gates, which can be
closed across the tunnels, are being installed at Waterloo
and Strand on the Charing Cross branch of the railway,
in order to enable these sections of the line to be isolated
during an air raid, so as to prevent any possibility of flood-
ing which might arise as a result of damage to the tunnels
under the river. On the Bakerloo line, which also runs
under the river, flood gates have been installed at Waterloo
and Charing Cross. As a temporary precaution while the
work of installation is in progress on the Northern Line,
concrete bulkheads have been constructed in the tunnels
at Charing Cross and Waterloo. These will be removed as
soon as the flood gates are in position, and the normal
train service will then be restored, the gates only being
shut when an air raid warning is received. The gates, which
are made of built-up steel, slide horizontally into position
within a specially constructed framework and they are de-
signed to be operated either electrically or by hand. For
their power operation, which is controlled by a push-button,
alternative supplies of electric current are available. The
gates are designed to resist a force of 200 tons, which is
far in excess of any pressure that might have to be borne.
They can be closed within three minutes of the order to
close them being received. The gates on the Bakerloo line
have been closed during each of the recent air raid warnings,
and their closing was accomplished well within this time
limit. An interlocking device, which ensures that the gates
cannot be closed while there is a train on any of the sections
of the line isolated by the closing of the gates, is provided.
A specially-trained staff is in continuous attendance at each
of the gates, and the closing signal is acknowledged elec-
trically from the operators' control cabins, in which are
illuminated diagrams indicating whether the under-river
sections of the line are clear of trains or not. The sections
of the northern line between Moorgate and London Bridge
are also temporarily sealed with concrete bulkheads, and
the London Passenger Transport Board now awaits the
decision of the Ministry of Transport as to whether flood
gates should be installed.
THE ENGINEERING JOURNAL February, 1940
89
REVIEW
A study of the annual reports from committees and
branches of the Institute is a large undertaking, but for
those who are not privileged to visit every branch it is the
only way to get a grasp of the breadth of the Institute's
interests and activities. These reports are printed in this
number of the Journal and are presented by Council for
the consideration of the entire membership.
Finance
It has become common practice to gauge success in terms
of dollars and cents. This is not a true standard, but at
least it is convenient and concise. A perusal of the financial
statement will show that from this angle 1939 has been a
successful year. The surplus is substantially larger than
has been declared for several years, although there has
been a steady improvement over that period of time. If
this acceleration can be maintained it will permit the
Institute to render a greater service to the members, and
will make possible a widening of the field of activities that
will be of benefit to all.
An analysis of the figures shows that the surplus comes
from an increase in both sources of revenue, i.e. fees and
Journal advertising, and a general decrease in expenditures.
The largest single decrease comes from the fact that our
membership list was not printed in 1939, whereas in 1938
the entire number of the December Journal was given up
to it. This is an expenditure which has to be faced over
short periods of time, and doubtless before long will again
appear in the financial statement.
The principal increase in revenue comes from the various
membership fees. In the first place the collection of arrears
was approximately a thousand dollars ahead of last year.
By virtue of an increase in new memberships the income
from admission fees is up as is also the collection of current
fees. In all, revenue from fees is better than last year by
almost twenty-two hundred dollars.
Membership
The membership roll of all grades now totals 4,813 which
is an increase of 183 over 1938. The persistent work of
membership committees, the interest of branch officers and
the visits of presidents to branches, have steadily raised the
membership figures until now it is the highest that it has
been in fifteen years. It is gratifying to know that this
accretion continues year after year with only occasional
interruptions and without any modification or slackening
in the qualifications for membership. It is proof of health
and strength and justification of purpose.
Expenditures
Control of expenditures can be regulated only within
comparatively moderate limits. Fortunately cost does not
increase in proportion to increases in membership, which
at least partially explains the improved showing for last
year. Of equal significance is the fact that cost does not
decrease proportionally with a reduction in membership — ■
a fact which may be forced upon our attention before long,
because of war conditions.
Council has already ruled that fees will be remitted upon
request to members serving overseas. This is as it should
be, but when it is recalled that almost a thousand members
served in France in the last war, it becomes apparent that
revenue is going to be affected without a corresponding
reduction in expense. This makes more than ever necessary,
the staunch support of members who are not on active
service. The maintenance of membership, the prompt pay-
ment of fees, an increase in interest in branch activities
will permit the Institute to carry on with unabated effort
and success in spite of the reduction in income which is
likely to develop. Under continued war conditions, oppor-
tunities for service will probably become greater. Only the
genuine whole hearted support of the membership will
make it possible for the Institute to meet these oppor-
tunities, and fulfil the obligations which are present at a
time like this.
General
A further study of reports will show substantial progress
in the development of co-operative arrangements with pro-
vincial professional associations; increased activity in
international relationships; progress towards better serving
the needs of the young engineer; plans for improving the
library and many other items of general interest. The
reports from branches indicate that an active year has been
experienced and that finances are in excellent condition.
1940
It is encouraging to face the future with such a year of
successful accomplishment in the immediate past. There is
no use being blind to the possibilities of war and its adverse
effect on Institute affairs, but neither is there anything to
be gained by letting the black clouds of international dis-
turbance entirely block the view of the future. The future
will come and must be met, and in it will be found greater
opportunities to serve that may permit the Institute to
reach new levels of attainment, both for its members and
for Canada.
A NEW ERA IS INAUGURATED
The Halifax engineers enjoy an enviable reputation for
organizing "active" functions for the professional group.
Certainly the dinner of January 25th came within that
category, and as well as providing the background for the
formal signing of the co-operative agreement between the
Association and the Institute, afforded a happy reunion
for two hundred members of the two organizations.
That the signing of the agreement was appreciated as
an event of great importance was indicated by the formal
ceremony that accompanied it. At a table set on a stage
where all the audience could see it, the Presidents and
Secretaries signed on behalf of their organizations, and
prominent engineers who had been active over years of
negotiation signed as witnesses. The applause that greeted
the consummation of this new basis of operation was
encouraging evidence that it met with the approval of all
engineers in the province.
The agreement becomes effective from the first of the
year. Its wording indicates that its principal objective is
the establishment of a common membership and a common
fee, but something of even greater significance is made
possible, although it is not so clearly indicated in the
phrasing of the document itself. This is that a common
front and a common cause are now established, and that
for the future unified efforts are available to advance the
welfare of the profession, and for the further development
of the interests of the public. Surely such objectives justify
the patient efforts of those members of each society who
have for several years given generously of their time and
thought. This concluding ceremony in Halifax must have
brought great satisfaction to them all.
During the banquet the President of the Institute traced
the history of engineering organization in the province,
giving the names of several who were active years
ago, and whose careers are still fresh in the minds of many
in the audience, although most of them have long since
departed this life. A great debt is owed by the present
generation to those pioneers in engineering and in engineer-
ing organization, whose efforts to establish the calling as
90
February, 1940 THE ENGINEERING JOURNAL
a profession, and the profession as a unit, reached its
highest peak with the signing of this co-operative agreement
in Halifax.
The working of the agreement requires the establishment
of certain new procedures which are now underway. A
change in accounting methods, collections, rebates, admin-
istration and so on, become necessary, but they present
no obstacles. Members will notice these changes and will
be glad to facilitate the establishment of a new and better
order, to the end that the profession may advance in the
eyes of its own members as well as those of the public.
THE ASSOCIATION OF PROFESSIONAL
ENGINEERS OF ONTARIO
The election of 1940 officers and council of the Association
of Professional Engineers of Ontario was announced on
January 27th at the general meeting of the association at
the Royal York Hotel in Toronto. At this well attended
gathering, the retiring President, W. P. Dobson, relinquish-
ed office in favour of his successor, J. W. Rawlins of Toronto.
A specialist in mining engineering, Mr. Rawlins has served
the International Nickel Company in a variety of technical
capacities for 34 years.
The Vice-president is S. R. Frost, sales director of North
American Cyanamid Limited, Toronto; the registrar,
M. Barry Watson, consulting engineer, Toronto; and
Walter McKay is secretary-treasurer.
The members of council, representing the various branches
of the profession, are as follows:
Civil Engineers on Council:
W. E. P. Duncan, m.e.i.c, General Superintendent,
Toronto Transportation Commission, Toronto.
J. Clark Keith, a. m.e.i.c, General Manager, Windsor
Utilities Commission, Windsor.
Warren C. Miller, m.e.i.c, City Engineer and Treasurer,
St. Thomas.
Chemical Engineers on Council:
R. M. Coleman, Smelter Superintendent, International
Nickel Co., Copper Cliff.
R. A. Elliott, Assistant General Manager, Deloro Smelt-
ing and Refining Co. Ltd., Deloro.
E. T. Sterne, Manager, G. F. Sterne & Sons, Brantford.
Electrical Engineers on Council:
H. A. Cooch, m.e.i.c, Vice-President, Canadian West-
inghouse Co., Hamilton.
Commander C. P. Edwards, a. m.e.i.c, o.b.e., Chief of
Air Services, Dept. of Transport, Ottawa.
W. S. Ewens, Vice-President, Sangamo Co. Ltd., Toronto.
Mechanical Engineers on Council:
C. C. Cariss, Chief Engineer, Waterous Ltd., Brantford.
L. T. Rutledge, m.e.i.c, Associate Professor of Mechan-
ical Engineering, Queen's University, Kingston.
K. R. Rybka, m.e.i.c, Associate W. J. Armstrong, Con-
sulting Engineer, Toronto.
Mining Engineers on Council:
P. D. P. Hamilton, Associate Manager, General Engineer-
ing Co. (Canada) Ltd., Toronto.
G. A. Howes, Macassa Mines Ltd., Kirkland Lake.
D. G. Sinclair, Ass't. Deputy Minister, Dept. of Mines,
Ontario.
The New Pkesident
Active in the interests of the profession for many years,
Mr. Rawlins has been a member of the Association since
1923. For fourteen years he has been government repre-
sentative on the chemical branch of the council and was
chairman of the finance committee of the Association in
1939.
Born in Manchester, England, he came to Canada early
in life and received his preliminary education in the schools
of Perth, Ontario. At Queen's University he took the mining
engineering course and graduated with the degree B.A.
and B.Sc. In September, 1901, he joined the International
Nickel Company (then the Canadian Copper Company).
For a number of years Mr. Rawlins was chief chemist at
Copper Cliff and afterwards served the industry in a variety
of posts. During the war he was assistant smelter super-
intendent and later metallurgist. In 1927 he became assist-
ant general superintendent at the Port Colborne refinery
and in 1931 returned to Copper Cliff as technical assistant
J. W. Rawlins
to the general manager, a post he retained until his retire-
ment from active service in 1935.
His interest in civic affairs has led him to take an active
interest in problems of employment and when the Com-
mittee for the Stimulation of Employment was formed at
the instance of Dr. F. J. Conboy, he was appointed to the
General Placement Committtee.
CANADIAN ENGINEERING STANDARDS ASSOCIA-
TION SPECIFICATIONS
In connection with the war, the C.E.S. A. is acting as a
medium for the submitting of proposals, on behalf of Cana-
dian industry, through the British Standards Institution,
to the British Army, Navy and Air Force, looking to the
possible substitution of Canadian products for those speci-
fied to British Standards, which may be difficult to obtain
under existing conditions.
In addition to its own Canadian Standards, the Associa-
tion has on file the publications of all the principal national
standardizing bodies.
C.E.S. A. Specifications may be obtained from the Asso-
ciation, National Research Building, Ottawa, at 50c. per
copy (with a few exceptions for specially expensive publica-
tions) subject to discount on large orders.
In accordance with the regular practice of the Associa-
tion, the following standards have been prepared with the
co-operation and approval of producer and consumer
interests, trade associations, educational institutions, the
railways, insurance interests and interested departments of
Dominion and Provincial governments.
During their preparation the appropriate committees
made reference to analogous publications of the British
Standards Institution, standardizing bodies of other
British nations, the American Society for Testing Materials,
the American Standards Association, the National Elec-
trical Manufacturers' Association, Underwriters' Labora-
tories, Inc., etc.
A list of specifications, issued, and in progress is given
on page 99 of this Journal. It indicates the wide range of
the Association's activities as of December 1939. Fuller
information will be found in its quarterly Bulletins.
THE ENGINEERING JOURNAL February, 1940
91
CORRESPONDENCE
THE EDITOR,
THE ENGINEERING JOURNAL,
Dear Sir:
In the very excellent paper, "The Domes of St. Joseph's
Basilica, Montreal," by M. Cailloux, which appeared in the
October, 1939, issue of The Engineering Journal, reference
is made to bolted clamps which were used in splicing the
hoop steel. Since this is an unusual method, I suggest that
Monsieur Cailloux be requested to supply, for publication
in the Journal, a more detailed description of these clamps
and the tests which were made on them.
Yours very truly,
C. F. MORRISON,
Assistant Professor of Civil Engineering,
University of Toronto.
21st December, 1939.
In the main dome the quantity of clamps used was:
796 two-bolt clamps and 1,057 one-bolt clamps. The rein-
forcing bars used were about 60 ft. long for the % in. and
Bolted clamps in place.
THE EDITOR,
THE ENGINEERING JOURNAL,
Dear Sir :
In reply to the request of Professor C. F. Morrison of
the University of Toronto for a more detailed description
of the clamps used in splicing the hoop steel in the domes
of the Basilica of St. Joseph in Montreal, I am pleased to
offer the following comments.
In planning the erection of the hoop steel for the domes
of the Basilica of St. Joseph in Montreal, it was found that
welding of the reinforcing bars was impracticable, and yet
I wanted a perfect continuity in the bar stresses.
To obtain this I first hooked the ends of the bars and
lapped them a sufficient distance to transfer the stress
through the concrete, but I wanted absolute certainty that
each hoop would work for itself and also that the bars
would not get displaced and thus lose continuity.
Then I thought of splicing the bars with bolted clamps
and my choice fell on ordinary standard pole line guy
clamps; I then asked the Steel Company of Canada to
furnish me with samples of these clamps, but not galvan-
ized, as I wanted a perfect bond with the concrete.
In the Steel Company of Canada testing room, tests
were made with different clamps on bars of different sizes
and we obtained the following results:
Bar size Type of guy clamps
34 i n - round One clamp with one bolt
Y% i n - round One clamp with one bolt
Yi in. round One clamp with two bolts
Y% i n - round One clamp with two bolts
Tension at
first slipping
2,925 lb.
3,440 lb.
5,500 lb.
6,215 lb.
During these tests we found that for 34 m - an d % in.
bars two-bolt guy clamps were no better than the same
clamp sawn in two, and with only one-bolt, so we adopted
this new clamp and had the Steel Company manufacture
this one-bolt clamp, not usually on the market, by simply
shearing a two-bolt clamp in two.
As our bars ranged only in sizes from 34 in. to ^ in.
round, we tried black clamps with one, two and three bolts
on bars of the above sizes and came to the conclusion, after
numerous tests, that the above arrangements were giving
us the best results, with tightening of the bolts not a very
critical item. Of course, the bolts had to be sufficiently
tightened but the use of extra long wrenches, with handles
longer than ten inches, did not give us any greater tension
at first slipping.
By studying the tensions at first slipping in the above
table it was found that these tensions were greater than the
permissible loads for the steel if stressed to 18,000 lb. per
sq. in., so I came to the conclusion that the desired end had
been attained.
Yi in. bars, and about 40 ft. long for the Y% in. and 34 in.
bars, except on the very top where bars had to be shorter
on account of the small diameter of the hoops.
Yours very truly,
MAXIME CAILLOUX, CE.
Associated Engineers Limited.
Montreal, Que.
January 10, 1940.
ELECTIONS AND TRANSFERS
At the meeting of Council held on January 20th, 1940, the following
elections and transfers were effected:
Members
Jones, Evan Stennett, district engineer, Dept. of Public Works of
B.C., Cranbrook, B.C.
Potter, Russell Elmer, b.sc (Civil), (Univ. of Sask.), chief engr.,
city of New Westminster, B.C.
Wright, William James Turnbull, b.a.sc, (Univ. of Toronto), asso-
ciate professor of engineering drawing, University of Toronto,
Toronto, Ont.
Associate Members
Baty, James Bernard, b.s. (Civil), (A. & M. Coll. of Texas"), asst.
professor, dept. of civil engineering, Queen's University, Kingston,
Ont.
Cape, Gordon, b.sc (Civil), (McGill Univ.), chief inspector, Do-
minion Bridge Co. Ltd., Lachine, Que.
Juniors
Alton, William, b.sc (Physics), (Queen's Univ.), Lieut., R.C.C.S.,
C.A.S.F., Kingston, Ont.
Stiles, Douglas Duncan, b.a.sc (Civil), (Univ. of Toronto), gen. asst.
to E. A. Cross, m.e.i.c, Toronto, Ont.
Affiliates
Farand, Laurent Charles, Quebec land surveyor, with J. M. O.
Lachance, Montreal, Que.
Frederick, Stanley Edward, central office man, Maritime Telephone
and Telegraph Co., Sydney, N.S.
Haltrecht, Arnold, Dipl. Ing. (Technical School, Darmstadt), pro-
prietor, Electroradio Engineering Company, Montreal, Que.
Transferred from the class of Junior to that of Associate Member
Buchanan, Edward Trevor, b.sc. (Elec), (McGill Univ.), asst.
master mechanic, Consolidated Paper Corporation, Shawinigan
Falls, Que.
Reid, Kenneth, b.sc. (Elec), (McGill Univ.), asst. elect'l. engr., City
of Victoria, B.C.
Sandwell, Percy Ritchie, b.a.sc. (Mech.), (Univ. of B.C.), asst. to
the chief engr., paper machy. dept., Dominion Engineering Works,
Ltd., Montreal, Que.
Transferred from the class of Student to that of Associate Member
Welsh, James Gordon, b.a.sc (Civil), (Univ. of Toronto), checking
and design, Horton Steel Works Ltd., Fort Erie North, Ont.
Williams, David G., Flight-Lieut., m.sc (Elec), (Univ. of Alta.),
Signals Officer, Western Air Command, R.C.A.F., Vancouver, B.C.
92
February, 1940 THE ENGINEERING JOURNAL
Transferred from the class of Student to that of Junior
McKee, Gordon Hanford Whitehead, B.Eng., (McGill Univ.), m.bus.
adm. (Harvard Univ.), instructor in business administration,
University of Western Ontario, London, Ont.
Students Admitted
Armstrong, Howard Elgin, (Queen's Univ.), 557 Johnston St.,
Kingston, Ont.
Baker, Benjamin, (Univ. of Man.), 307 Princeton Apts., Winnipeg,
Man.
Hughes, Gerald Francis George, (Univ. of N.B.), 7055 Bloomfield
Avenue, Montreal, Que.
Hunter, Douglas David, (McGill Univ.), 156 24th Ave., Lachine,
Que.
Lee, John Douglas, (Queen's Univ.), 45 Second Ave., Brantford, Ont.
Madill, Joseph Tindale, b.sc (Univ. of Alta.), The Graduate House,
Mass. Inst. Tech., Cambridge, Mass.
Moull, William Crawford, b.a.so. (Elec), (Univ. of Toronto), 313
Maitland Ave., Peterborough, Ont.
Newby, William Murrav, (Queen's Univ.), 97 Light St., Woodstock,
Ont.
Nicolson, Robert, b.sc (Civil), (Univ. of Alta), 1211 17th Ave. W.,
Calgary, Alta.
Personals
J. E. Armstrong, m.e.i.c, chief engineer of the Canadian
Pacific Railway Company, was elected president of the
Canadian Railway Club at the annual meeting held in
Montreal last month.
W. Taylor-Bailey, m.e.i.c, vice-president and general
manager of the Dominion Bridge Company, Limited, is
the new treasurer of the Montreal Board of Trade.
Lt.-Col. M. M. Dillon, m.c, a. m.e.i.c, who had been
since 1936, commanding officer of the Canadian Fusiliers
(Machine Gun) of London, Ont., has recently been trans-
ferred to the staff of the machine gun training centre for
western Canada at Saskatoon, Sask. Lt.-Col. Dillon
has been active in the militia since 1915 when he was
commissioned at the age of 20 as a lieutenant in the Norfolk
Rifles. He went overseas in 1916 and in 1917 went to
France with the Motor Machine Gun Corps. He returned
to Canada with the rank of captain in May, 1919, when
he was demobilized. Some years ago when the Canadian
Machine Gun Association was formed, Col. Dillon took
an active part in its organization and in November of last
year he was elected president of the Infantry and Machine
Gun Association of Canada.
Col. Dillon is well known as a structural engineer, having
designed many important buildings in London, Ont., and
outside.
Major S. W. Archibald, m.e.i.c, has been appointed to
replace Lt.-Col. Dillon, a. m.e.i.c, in command of the
Canadian Fusiliers (Machine Gun), of London, Ont. Major
Archibald has had long military experience, having first
enlisted as a private in the 119th Battalion, Canadian
Expeditionary Forces, in 1916 at the age of 20. He was
wounded at Cambrai in France and upon demobilization
in 1918 he was a lieutenant in the Algonquin Rifles. He
has been active in the non-permanent active militia service
and in 1936 he received the appointment of Major in
the Canadian Fusiliers.
Major Archibald is prominent in the municipal engineer-
ing field. He is a graduate of the University of Toronto
with a degree of B.A.Sc. in civil engineering, and is an
Ontario Land Surveyor. He was a demonstrator with the
faculty of applied science with the University of Toronto
in 1923 and instructor in charge of engineering drawing
and mathematics at the Sault Ste. Marie Technical School.
He engaged in municipal engineering practice in Seaforth
from 1925 to 1931 when he came to London to carry on a
similar practice.
C. A. Norris, a.m. e. i.e., has joined the staff of the Engineer-
ing and Contract Record in Toronto. He was graduated
from the University of Toronto in 1923 with the degree of
B.A.Sc. He has been for many years a construction engineer
with Bremner Norris and Company, Ltd. of Montreal. For
some time he was with G. R. Locker Company in Montreal.
H. J. Vennes, a.m. e. i.e., is the newly elected chairman
of the Montreal Branch of the Institute for 1940.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
Mr. Vennes has long been an active member of the
Institute and on several occasions has delivered papers on
various advanced subjects, some of which have been pub-
lished in the Journal. Born in 1888, Mr. Vennes came from
Norway to the United States in 1892. He graduated from
the University of Minnesota in 1916 with a b.a. degree,
and spent five years at the Bell Telephone Laboratories in
New York. Coming to Canada from New York in 1921,
when the first carrier current telephone systems were being
installed here, he remained in this country ever since, be-
ll. J. Vennes, A. M.E.I.C.
coming a Canadian citizen and highly regarded throughout
the Dominion as an outstanding communications engineer.
He has had much to do with the design and installation
of the many carrier current telephone and telegraph systems,
radio broadcasting stations, sound pictures and public
address systems in this country since their introduction,
and was largely responsible for the many allied develop-
ments of Northern Electric in this country, including the
famous first radio "Peanut" tube and radio receivers in
which it was used, and also other electrical devices now
so generally used in communication systems, motion
picture, aviation radio devices and the Hammond electric
organ.
His term of office should mean a notable year for the
Montreal Branch.
L. A. Duchastel, a. m.e.i.c, has been elected secretary-
treasurer of the Montreal Branch of the Institute, replacing
E. R. Smallhorn, a. m.e.i.c, who had filled this office for
the last three years. Upon graduation from the Ecole Poly-
technique of Montreal, where he received the degree of
b.a.Sc. in 1927, Mr. Duchastel joined the Shawinigan
Water & Power Company in Montreal. He was connected
THE ENGINEERING JOURNAL February, 1940
93
with the preliminary study and the design of the Company's
hydro-electric developments on the upper St. Maurice river
in the province of Quebec, particularly with the Rapide
Blanc development. Later, he was engaged in a cost survey
of all the Company's power houses. He is now a power
sales engineer in the Commercial and Distribution Depart-
ment of the Company. Mr. Duchastel has always taken an
active interest in the Institute affairs, especially in the
Junior Section of the Montreal Branch, having been chair-
man in 1936.
Major Edward T. Renouf, a.m. e. i.e., is commanding the
7th Medium Battery, Royal Canadian Artillery. He was
educated at McGill University where he received the degree
of Bachelor of Science in 1923. Upon graduation, he went
with Chas. Walmsley Company of Canada, Limited and
spent two years in shop work and draughting. From 1925
to 1927, he was engineer in charge of the layout of amiesite
on highways in the province of Quebec, with the Société
Générale des Ponts et Chaussées, Limitée. From 1927 to
date, Major Renouf has been production manager and
editor of technical and scientific books with the Renouf
Publishing Company in Montreal.
James R. B. Milne, a.m.e.i.c., has accepted the position
of assistant manager with the Northern Foundry and
Machine Company, at Sault Ste. Marie, Ont. After having
served five years, designing and erecting naval machinery
at H.M. Dockyard, Rosyth, Scotland, he joined Price
Brothers & Co., Limited, Kenogami, Que., where he was
for twelve years, the last four of which he was mechanical
superintendent. His last appointment was for three years
as mechanical superintendent at Spruce Falls Power &
Paper Company, Kapuskasing, Ont.
Donald Ross, a.m.e.i.c., has joined the staff of the Can-
adian Industries Limited, in Hamilton, Ont., where he is
engaged in the construction of a new plant. A graduate in
civil engineering from the University of New Brunswick
in 1937, he was for a few months assistant engineer on the
reconstruction of the harbour of Saint John, N.B. Later
he entered Price Brothers Limited, at Riverbend, Que.,
where he was engaged in construction work. From May,
1938, until his recent appointment, he was engineer in
charge of concrete and buildings on the construction of
the Newfoundland Airport.
E. M. MacLeod, jr.E.i.c., has accepted a position with the
Shawinigan Water & Power Company, at La Tuque, Que.
He was previously with the J. R. Booth Company, Limited,
at Ottawa.
Pilot Officer J. Lalonde, s.e.i.c., is now stationed at
Trenton, Ont. He joined the Royal Canadian Air Force
upon graduation from the Ecole Polytechnique of Montreal
in the spring of 1939.
D. P. MacNeil, Jr.E.i.c., is now in the mechanical depart-
ment of the Steel Company of Canada Limited, in Montreal.
Since graduation in mechanical engineering from the Nova
Scotia Technical College in 1936, he had been with the
Dominion Steel and Coal Corporation, Limited, at Glace
Bay, N.S.
J. L. Paré, s.e.i.c, is at present at the Massachusetts
Institute of Technology, Cambridge, Mass., doing post-
graduate work. He was graduated in civil engineering from
the Ecole Polytechnique in 1939 and has been since with
the Société d'Entreprises Générales, Limitée, at Amos, Que.
T. S. McMillan, s.e.i.c, has joined the staff of the Can-
adian Industries Limited, at Brownsburg, Que. He is a
graduate in civil engineering from the University of New
Brunswick and had been, since graduation in 1937, engaged
in road construction in New Brunswick.
H. J. Lemieux, s.e.i.c, has accepted a position as sales
and service engineer with the Anti-Hydro of Canada,
Limited, in Montreal. A graduate from the Ecole Poly-
technique in 1939, he was previously with the Provincial
Department of Public Works in Quebec.
E. R. Hyman, s.e.i.c, is now engaged in oil fields develop-
ment with the Trinidad Leaseholds, Limited, in Trinidad,
British West Indies. He was graduated as a Bachelor of
Science from the University of Manitoba in 1934 and from
the Royal Military College at Kingston in 1938. He obtained
his M.ss. degree in civil engineering from the Massachusetts
Institute of Technology in 1939.
Obituaries
George Sanford Davis, m.e.i.c, died suddenly at his
home in Ottawa on December 29th, 1939. He was born at
Cincinnati, Ohio, on November 28th, 1874, and received
his education in the local schools. He acquired his engineer-
ing training with various companies in the United States
and came to Canada in 1905 to join the Canadian General
Electric Company as construction superintendent. He was
later district engineer in Ottawa and also in Montreal.
In 1920, he entered consulting practice as electrical en-
gineer with J. M. Robertson of Montreal. For the past two
years Mr. Davis had been a resident of Ottawa where he
was employed as electrical engineer for the Department of
National Defence.
Mr. Davis had joined the Institute as an Associate
Member in 1921 and he had been transferred to Member
in 1928. He was also a Life Member of the American
Institute of Electrical Engineers.
Edward Arthur Evans, m.e.i.c, died in Quebec City on
January 22nd, 1940. He was born on February 26th, 1855,
in England and received his education at the Royal Naval
College, Portsmouth, and at King's College, London,
England.
Mr. Evans began his career as an engineer in the offices
of Joseph Phillips, civil engineer and contractor, Victoria,
Westminster, London, in January, 1870. In 1884, after
some years as a contractor's engineer on waterworks and
railway construction in England he came to Canada and
was engaged in surveys and construction of various branch
lines now part of the Canadian Pacific Railway, in Ontario
and Quebec. He made some of the preliminary surveys for
the Quebec bridge and then was resident engineer in charge
of the construction of the Quebec terminals of the Quebec
and Lake St. John Railway, reballasting and general com-
pletion of the Chicoutimi branch. He was in charge of the
final surveys of the Great Northern Railway of Canada,
now part of the Canadian National Railways and also
made the surveys and soundings for the Hawkesbury
bridge of the same railway. In 1895 he became chief
engineer of the Quebec, Montmorency and Charlevoix
Railway, and built the electric street railway system in
the city of Quebec, and in 1897 he was made general
manager and chief engineer of the two systems and also the
Montmorency Electric Power Company, all now forming
part of the Quebec Power Compnay. In 1910 he resigned
to go into private practice as a consulting engineer, being
responsible for the construction of many engineering works
in different parts of the province.
He was in active work for 68 years. In 1938 increasing
years compelled his retirement.
He was one of the oldest surviving members of the
Institute, having joined it as a Member in 1887 when it
was founded as the Canadian Society of Civil Engineers.
Frank McDonnell, m.e.i.c, died at Ottawa on December
19th, 1939. He was born at Randalstown, Ireland, on
October 18th, 1877. He received his education at the Royal
Institute of Ireland and at the Technical Institute of Bel-
fast. Upon his arrival in this country, he entered the. Marine
94
February, 1940 THE ENGINEERING JOURNAL
Department of the Dominion Government as a mechanical
engineer and six years later he became assistant to the chief
of the steamship inspection service in the Department.
Nine years later, he was made chairman of the Board of
Steamship Inspection, a position which he still occupied at
the time of his death.
Mr. McDonnell joined the Institute as a Member in 1921.
Lt.-Col. Duncan MacPherson, m.e.i.c, died at his home
in Toronto on January 2nd, 1940. He was born near Bath,
Ont., on February 2nd, 1858. He was a member of the first
class to be graduated by the Royal Military College in
1880.
Upon graduation he joined the staff of the Canadian
Pacific Railway as divisional engineer in Montreal. After
twenty-five years there he joined the Canadian National
Railways as assistant chief engineer at Ottawa.
In 1916 he offered his services to the government and
was made second in command of the 21 camps for enemy
aliens in Canada. He held this position until 1920. At that
time he retired from both civil and military life.
Colonel MacPherson joined the Canadian Society of
Civil Engineers as a Member upon its foundation in 1887.
He was made a Life Member of the Institute in 1926.
VISITORS TO HEADQUARTERS
A. Rabin, a.m. e. i.e., Resident Engineer, Quebec North
Shore Paper Company, from Baie Comeau, Que., on
January 2.
Lieut. -Cmdr. W. S. E. Morrison, A.M.E.I.C., Engineering
Officer of Barracks, from Halifax, N.S., on January 2.
Gaston Dufour, s.E.i.c, Public Works Department of
Canada, from Quebec, on January 3.
Paul Vincent, Jr. e. i.e., Department of Colonization of
the Province of Quebec, from Quebec, on January 3.
A. G. Moore, a.m. e. i.e., Resident Engineer, Cie Immobi-
lière de Ste-Marguerite, from Lake Masson, Que., on
January 4.
G. E. Booker, a. m.e.i.c., from Uxbridge, Ont., on Jan-
uary 6.
Donald Ross, a.m. e. i.e., from Saint John, N.B., on Jan-
uary 8.
H. G. Cochrane, a. m.e.i.c., from Saint John, N.B., on
January 8.
T. S. McMillan, s.e.i.c., from Jacquet River, N.B., on
January 9.
Charles Miller, a. m.e.i.c, Hydraulic Engineer, Saguenay
Power Company, Limited, from Arvida, Que., on January 16.
F. L. Lawton, m.e.i.c., Chief Engineer, Saguenay Power
Company, Limited, from Arvida, Que., on January 17.
C. E. Garrett, m.e.i.c, President, Gorman's Limited, from
Edmonton, Alta., on January 20.
Past-President G. J. Desbarats, C.M.G., Hon.M.E.i.c,
from Ottawa, E. Viens, m.e.i.c, Director of the Laboratory
for Testing Materials, Department of Public Works, from
Ottawa, E. B. Wardle, m.e.i.c, Chief Engineer, Consoli-
dated Paper Corporation, Limited, from Grand'Mère, Que.,
on January 20.
W. B. Cuthbertson, s.e.i.c, from Saint John, N.B., on
January 22.
H. C. Fitz-James, a. m.e.i.c, Vice-President and Mgr.,
Pacific Coast Pipe Company, from Vancouver, B.C., on
January 25.
J. L. Paré, s.e.i.c, of the Société d'Entreprises Générales,
Limitée, from Amos, Que., on January 25.
J. R. Carter, a. m.e.i.c, from Kenora, Ont., on January 29.
News of the Branches
EDMONTON BRANCH
B. W. Pitfield, A. m.e.i.c. - Secretary-T 'reasurer
J. W. Porteous, Jr.E.i.c. - Branch News Editor
Professor E. A. Hardy, of the University of Saskatchewan,
was the speaker at the January Meeting of the Edmonton
Branch of the E.I.C. After a dinner at the Macdonald
Hotel, Mr. Hardy entertained the members with a delight-
fully informal talk on The Development of the Com-
bustion Chamber of Internal Combustion Engines.
Using slides for illustration, the speaker traced the com-
bustion chamber from earlier forms to those used in modern
automobiles. Probably the most important factor in the
design is to get away from detonation and at the same time
to allow a high compression ratio and as much advance in
timing as possible. The factors considered are the shape
of the chamber and the position of the spark plug. One
of the chief problems at the present time is to get a chamber
which will function economically when the engine is
throttled down to small fractions of its maximum power,
since this is the condition under which automobile engines
operate during a large percentage of the time.
After a number of questions were asked and a hearty
vote of thanks given the meeting adjourned.
HAMILTON BRANCH
A. R. Hannaford, a. m.e.i.c, - Secretary-Treasurer
W. E. Brown, e.i.c, - - - Branch News Editor.
The annual business meeting and dinner of the Branch
was held at the Rock Garden Lodge, on Friday, January
12, 1940. There were forty-six members and guests present
Activities of the Twenty-five Branches of the
Institute and abstracts of papers presented
and the visitors included Dr. A. E. Berry, Chairman of the
Toronto Branch and A. W. F. McQueen, Chairman of the
Niagara Peninsula Branch together with the Secretary-
Treasurer, Mr. G. E. Griffiths. The meeting and dinner was
presided over by John Dunbar, the retiring Chairman.
After the reading of the annual report of the Branch the
election of officers for the year was approved and a Branch
Nominating Committee elected. General business was dis-
cussed and various motions carried, of which the Institute
will hear more later.
Following the business session the guest speaker of the
evening, Mr. W. A. Aiken, B.A., gave an interesting and
instructive talk, entitled The Historians' Debt to the
Engineer. E. G. MacKay moved a vote of thanks to the
speaker followed by a vote of thanks to the retiring Execu-
tive by W. Hollingworth.
Mr. McQueen had previously, in well chosen words,
replied to the toast to the visitors. E. P. Muntz spoke
briefly in his usual vein of encouragement to all those trying
to put the profession where it belongs. W. L. McFaul
spoke to the members requesting that every effort be made
to attend and support the Annual General meeting in
Toronto next month.
At this point Mr. Dunbar turned the chair over to Mr.
Alec. Love, the new Chairman of the Branch for the year
1940, who closed the meeting after a brief address.
THE ENGINEERING JOURNAL February, 1940
95
LETHBRIDGE BRANCH
E. A. Lawrence, s.e.i.c. - Secretary-Treasurer
The Lethbridge Branch held a dinner meeting on
Saturday, January 6th, the occasion being Ladies' Night.
During the dinner instrumental music was provided by the
George Brown Orchestra. Mrs. Clarence Jackson sang
Scottish songs, and a male quartette composed of Messrs
Standen, Green, Brown and Pizzy gave a number of
selections. Mr. Bob Lawrence led the gathering in com-
munity singing.
The guest speaker was Miss Hildur Sandquist, who gave
an address on a trip she had made through Central Europe
in the summer of 1939, just prior to the outbreak of hostil-
ities. Miss Sandquist's trip took her from Sweden through
the Baltic States and Poland to Danzig, where everything
was in a ferment over the question of affiliation with
Germany. On south, through Poland, there was little
evidence of preparation for war, the peasantry seeming
very unconcerned though the hotel-keepers were worried
over the situation and tourist trade was almost at a stand-
still. In Slovakia, Hungary and Austria the same conditions
prevailed, though in Vienna there were signs of disturbance,
and no motor routes were open to the north on account
of reported civil disturbances. This necessitated returning
through Slovakia and Poland in order to enter Germany,
and as the Polish frontier was left, thousands of German
mechanized units were met speeding towards the boundary
line. The German food was found to be scarce and of poor
quality, and the air was electric with warlike preparations,
so the motorists travelled quickly to the Baltic coast and
managed to get back to Sweden before hostilities broke out.
MONCTON BRANCH
V. C. Blackett, a.m.e.i.c. - Secretary-Treasurer
On December 15th the Moncton Branch tendered a
complimentary dinner to Dean H. W. McKiel, president
of The Engineering Institute of Canada. The dinner was
held in the Palm Room of the Brunswick Hotel. F. O.
Condon presided, and at this meeting was elected chairman
of the branch, succeeding Lt.-Col. F. L. West, who is
retiring on account of active service with the Canadian
Forces. There was a large attendance, including not only
members of the Institute but also the Association of Pro-
fessional Engineers of New Brunswick. After the toast to
the King, a toast to the president was proposed by H. J.
Crudge, past-president of the professional association.
Speaking in reply, President McKiel said his presidential
year had been the most enjoyable of his life. The Institute
to-day, he stated, is a tower of strength, definitely not on
the downward path. It is the most vigorous organization
in Canada and compares with any engineering body in the
United States. His recent tour of the branches had shown
him Canadian engineers are a unit, the same type of man
everywhere you go. The engineer is looked upon by the
public as a man who can be trusted. His integrity is re-
cognized by all.
Tracing the growth in viewpoint, the speaker said the
engineer of yesterday was concerned only with the technical
excellence of his work. If his product was technically cor-
rect, he was satisfied. From this acceptance of his own task,
the engineer was inevitably judged by his fellow citizen as
merely a tradesman, perhaps a highly educated mechanic.
To-day the engineer realized the same undeniable demand
for accuracy, but his narrow viewpoint has advanced. He
now asks unconsciously "Is this project necessary? Can
the country afford it and absorb it ?" This recognition of
our debt to society, said the president, has accomplished
an end that no legislation, no shifting of wage limits could
do. Every age has been dominated by the particular group
best fitted to assume leadership at the time. This is the
age of technology, and one in which the engineer must play
a leading part in the political and industrial life of the
nation.
At the conclusion of the address G. L. Dickson, C. S. G.
Rogers, and J. A. Godfrey spoke in appreciation of Pre-
sident McKiel.
MONTREAL BRANCH
L. A. Duchastel, a.m.e.i.c. - Secretary-Treasurer
The Branch held its Annual Student Night on November
23rd, 1939, at which the following papers were presented:
A Mine Assay Office by E. M. Cantwell, The Con-
struction of a Six Inch Telescope by A. Monti, s.e.i.c,
Lighting, A Social Science by W. G. Ward and The
Fixed Point Method and Influence Lines by M. R.
Trudeau. Mr. Trudeau and Mr. Ward were awarded first
and second prizes respectively for their papers. These cash
prizes were awarded upon, the decision of the judges, F. C.
Mechin, J. A. Beauchemin and H. Massue. R. Fricker
presided at the meeting.
Through the courtesy of the Ford Motor Company of
Canada, a sound picture "The Song the Map Sings" was
shown during the evening.
On November 30th, 1939 J. T. Thwaites, development
engineer of the Canadian Westinghouse Company, Ham-
ilton, Ont., presented a paper before the Branch, Industrial
Electronics. This paper illustrated with lantern slides,
was a most interesting one. Previous to the meeting a
courtesy dinner was held at the Windsor Hotel. R. N.
Coke was chairman of the meeting.
T. M. Moran spoke to the Branch December 7th on
Recent Developments in Production Management.
Mr. Moran, factory manager, mechanical and sundries
division, Dominion Rubber Co. Ltd., Montreal, is chairman
of the Industrial and Management Section of the Branch,
which has been active this year. J. S. Cameron presided
at the meeting.
On December 14th, 1939, a joint meeting with the
Military Engineers' Association of Canada was held under
the chairmanship of J. B. Stirling. Brigadier E. Schmidlin,
M.c., Director of Engineering Services, Department of
National Defence presented an interesting paper, Recent
Developments in Military Engineering, describing the
changes in the practice of military engineering that have
taken place since the last war. A courtesy dinner at the
Windsor Hotel was served prior to the meeting.
On January 11th, 1940, the Annual Meeting of the
Branch was held. The retiring executive presented their
report and financial statement, and the new officers were
installed.
Mr. Smallhorn's resignation was accepted regretfully.
He filled the office of secretary-treasurer admirably and
has kindly consented to act in an ex-officio capacity on the
executive for a year.
Television and Its Recent Developments, a paper
presented by W. B. Morrison of the R.C. A. -Victor Com-
pany, Montreal, drew a large audience of Montreal Branch
members and members of the Institute of Radio Engineers
on January 18th, 1940. The lecture described a complete
television system as used at present, and a demonstration
of the system showed some of the practical problems
involved in television transmission and reception. Mr. W.
C. Fisher assisted Mr. Morrison in the demonstration.
Junior Section
On January 22nd the Junior Section met to elect officers
for the 1940 term. Results of the ballot were: R. Boucher,
chairman; A. P. Benoit, vice-chairman; J. Hurtubise,
secretary; H. G. Seybold, G. Beaulieu, J. R. Johnson,
W. W. Ingram, councillors.
L. A. Wright, General Secretary of the Institute, spoke
on The Young Engineer and the War in a very interesting
manner. He explained the work that had been done for
the Government in surveying Canada with the object of
96
February, 1940 THE ENGINEERING JOURNAL
securing a record of the academic qualifications and the ex-
perience of all technically trained men in the engineering
profession so that a register could be set up at Ottawa
for the use of industry and governmental departments.
OTTAWA BRANCH
R. K. Odell, a.m.e.i.c. - Secretary-Treasurer
The annual meeting of the Ottawa Branch was held on
Thursday evening, January 11, 1940, in the auditorium of
the National Research Council Building, Sussex Street.
Reports for the past year were presented and officers
elected for the ensuing year. J. H. Parkin, retiring chair-
man, presided.
The secretary-treasurer's report, presented by R. K.
Odell, stated that the Branch was in sound financial con-
dition and that the membership had been increased by
fifteen during the past year. Feeling reference was made to
the loss suffered through the death during the year of the
following members: Lieut. -Colonel F. H. Emra, M. B.
Bonnell, B. S. McKenzie, G. S. Davis, and Frank McDon-
nell.
W. L. Saunders reported for the membership committee
and Wing-Commander A. L. Ferrier outlined the work of
the Aeronautical Section. The report of the Proceedings
Committee was presented by Norman Marr.
As a result of the elections, officers for the ensuing year
were: Chairman, W. H. Munro; Secretary-Treasurer, R. K.
Odell, who was re-elected ; Members of the Managing Com-
mittee, J. H. Irvine and W. H. Norrish, newly elected to
serve two years; and N. Marr, H. V. Anderson, and W. L.
Saunders, who were elected at the 1939 annual meeting
and have one remaining year to serve.
After the business of the annual meeting proper was con-
cluded, Dr. R. W. Boyle, Director of Physics and Electrical
Engineering of the National Research Council, addressed
the meeting on Some Pre- War Observations in Europe.
Dr. Boyle spent some time in Europe last year prior to
the outbreak of war during which he visited Scandinavia,
touched at Gdynia, Danzig and Finland. He spent two
weeks in Russia, saw something of Roumania, Hungary
and Poland and was in Warsaw during the six days imme-
diately preceding the outbreak of hostilities.
Mr. L. Austin Wright of Montreal, General Secretary of
the Institute, was present at the meeting and spoke briefly.
Light refreshments were served at the close of the meet-
ing.
PETERBOROUGH BRANCH
A. L. Malby, jr. e. i.e. - - Secretary-Treasurer
D. R. McGregor, s.e.i.c. - Branch News Editor
A largely attended meeting of the Branch was held on
December 14th, with the Chairman, Mr. D. I. Burgess,
presiding.
The speaker of the evening was Mr. H. B. Chambers,
Metallurgical Engineer with Atlas Steels Ltd., of Welland.
Mr. Chambers spoke on Fundamental Ideas Concerning
the Application and Heat Treatment of Tool Steels.
Mr. Chambers pointed out that there are three properties
which all tool steels possess to a greater or lesser degree;
these are resistance to wear, resistance to impact, and
ability to operate at elevated temperatures. The degrees
to which a steel possesses each of these properties deter-
mines its application. For instance, a file requires a great
deal of resistance to wear, but no great resistance to impact.
At the other extreme a hammer requires a great deal of
resistance to impact, but its resistance to wear is relatively
unimportant, and it does not need to be capable of operating
at any elevated temperature.
The degree to which a tool steel possesses each of these
properties is determined by two things; the amount of
carbon in the steel, and the heat treatment given the steel.
Mr. Chambers discussed this in detail. Going on from this,
he stated that although there seemed to be a multitude of
tool steels on the market, all these can be classified into
twelve main types or groups, according to the carbon con-
tent and the heat treatment given the steel; the entire
range of tool steel applications can be covered by these
twelve groups.
Mr. Chambers then went on to discuss the various factors
which make a tool wear out too soon, or chip or break in
service; he pointed out the factors which tend to make a
tool warp or crack, or change size in hardening.
At the conclusion of the talk Mr. Sills moved a vote of
thanks to the speaker which was heartily endorsed by the
meeting.
At a meeting held on January 11th, Mr. H. Foster,
Chairman of the Welding Committee at the Peterborough
Works of the Canadian General Electric Committee, gave
an address on Fundamentals of Metallic Arc Welding.
Mr. Foster first gave a brief history of the art of arc
welding. The first patents on arc welding were taken out
some fifty years ago, but industry was slow to accept this
new tool; it is only during the last fifteen or twenty years
that the use of welding has become widespread. Many
important improvements in welding equipment and tech-
nique have been made during this latter period until to-day
arc welding is an accredited method of joining steels
together for practically every application.
The speaker pointed out that a comprehensive plan for
the training of welders is something which every manufac-
turer using welding should have. This protects both the
manufacturer and his customer. Every welder should be
tested at fairly frequent intervals to ensure that his
efficiency is being maintained.
Welds can be tested from a tensile, bending, and shock
absorbing viewpoint. Tensile tests are made by cutting a
test bar, and then pulling it apart. This test is of little
value, since invariably the weld metal is stronger than the
parent metal; fracture takes place in the parent metal, not
in the weld. Bending tests — made by butt welding two
pieces and then folding so that the crease occurs along the
weld — and shock absorbing tests made by dropping a
weight on the weld, while the bar is supported at each end
— are of greater use, since they give an indication of the
ability of the weld to survive under conditions which are
more likely to be met in service. A quick test, for visual
examination, can be made by nicking the bar at the weld
and then breaking it.
Arc welding is now done with both alternating current
and with direct current and equally satisfactory welds can
be obtained with either current, providing the correct
electrodes are used for each. Where very heavy currents
are involved, alternating current has the advantage that
no magnetic blow occurs. On direct current, magnetic blow
sometimes makes the arc very difficult to control, especially
around the corners.
Up until fairly recently, practically all welding was done
using bare electrode. To-day, almost the reverse is true;
covered electrodes have largely replaced bare electrodes.
Mr. Foster discussed the composition of present day elec-
trodes and the fluxes used to cover them, and he showed
that feeding the electrode too fast or too slow resulted in a
poor weld, due to lack of penetration, or slag inclusion.
Mr. Foster discussed carbon arc welding and atomic
hydrogen welding briefly, pointing out the application and
advantages of both, particularly in the welding of non-
ferrous metals.
At the conclusion of the talk a vote of thanks to the
speaker was moved by Mr. Ottewell.
ST. MAURICE VALLEY BRANCH
V. Jepsen, a.m.e.i.c, - Secretary-Treasurer
On Thursday, December 14th, a dinner meeting was held
in Shawinigan Falls. This meeting was held in conjunction
with the Shawinigan Falls Chemical Society. At the close
THE ENGINEERING JOURNAL February, 1910
97
of the dinner a humorous skit was presented by Dr. R.
Mcintosh and then the company adjourned to the ball
room where the guest speaker of the evening, Dr. L. M.
Pidgeon of the National Research Council, spoke on the
subject of Magnesium. Dr. Pidgeon is an authority on the
production and uses of this metal. His subject was
listened to with great interest by both the chemists and
engineers.
At the present time very little is known about mag-
nesium, and it has been produced only in comparatively
small quantities, but it threatens to become a rival to
aluminum, when its production methods have become more
simplified.
Dr. Pidgeon first showed numerous slides on the uses of
magnesium in industry wherever reduction in weight in
any equipment is a factor of prime importance, such as in
airplane construction. He showed numerous applications of
the metal, such as landing wheels, wing struts and mem-
bers; in fact airplanes have been made entirely of mag-
nesium. This metal can be welded in very thin sections
whereas aluminum cannot.
The speaker then dealt with the best production methods
and suggested new ones. In America all the magnesium at
the present time is made by the Dow Chemical Co. at Mid-
land, Mich., by electrolysis of the fused chloride. There are
numerous disadvantages to this method and they undoubt-
edly keep the cost of the metal high. Dr. Pidgeon has done
considerable work on the straight reduction of the oxide of
magnesium, using 95 per cent silicon as the reducing agent.
There are numerous problems which must be worked out
in this process also, but on the whole it should produce the
metal much more cheaply, especially in regions with a
plentiful power supply.
The speaker showed that the country producing the most
metallic magnesium is Germany. Great Britain comes next,
followed by the United States. He also showed that the
supply of ore necessary for making the metal is very widely
distributed. Canada has a plentiful supply of dolomite,
magnesite and brucite, the latter being the richest ore
available at the present time, and occurring in the
Ottawa Valley region in large quantities. Its production,
however, entails the production of considerable calcium
oxide.
Dr. Pidgeon predicts that there will be a distinct pick-up
in the metallic magnesium industry in the near future.
The variety and extent of the discussion at the close of
the paper was a tribute to its interest by all those attending
the meeting.
Dr. Andre Hone, president of the Shawinigan Falls
Chemical Association, was the chairman and called upon
Mr. A. F. G. Cadenhead to introduce the speaker and then
upon Mr. C. H. Champion, vice-chairman of the St.
Maurice Valley Branch, to propose the vote of thanks.
The attendance at the dinner was 55 and at the meeting
85.
TORONTO BRANCH
J. J. Spence, a.m. e. i.e., - - Secretary-Treasurer
D. D. Whitson, a.m.e.i.c, - Branch News Editor
On Thursday, January 18th, the Toronto Branch held
its Annual Students' Night. Six papers were presented and
four prizes were awarded. The judges had rather a difficult
task on their hands to select the winners since all of the
papers were exceptionally well presented. These winners
will receive a year's Student Membership and a year's sub-
scription to the Journal.
The following are the prize papers:
Wind Bracing, by S. J. Simons.
The Rehabilitation of Flooded Generators, by D. R. B.
McArthur.
Aerodrome Construction, by D. E. Kennedy.
Some Aspects of Depreciation, by E. E. Hart.
VICTORIA BRANCH
Kenneth Reid, Jr. e. i.e. - Secretary-Treasurer
The Annual Meeting of the Victoria Branch was held
in Spencer's Dining Room, Victoria, on January 19th, 1940,
and was preceded by a dinner which was attended by
twenty-six members and guests among whom were a
number of representatives from the local headquarters of
the military, naval and air forces stationed here.
Following the dinner a business session was held when
the reports for the year were received. These showed the
branch to be in a healthy condition with a membership
increase over the preceding year, a small financial surplus
and a modest bank account. The election of officers for
1940 took place.
The feature of the evening, apart from the business of
the annual meeting, was an address by Mr. A. L. Carruthers,
Bridge Engineer of the Provincial Department of Public
Works, on the subject, Brothers of the Bridge, a monastic
Order of mediaeval engineers founded in southern France
in the year 1154, under Pontifex Maximus as Abbot, which
devoted its energies to the art of bridge building and other
works of an engineering nature, and kept alive the science
during the dark ages following the collapse of the Roman
Empire. Many notable structures in western Europe owe
their origin to this ancient Order, including old London
Bridge in the City of London. The massiveness of their
undertakings as well as the accuracy of their work and
beauty of design is a source of wonderment to modern
engineers.
Mr. Carruthers led up to the origin of this remarkable
Order by tracing the development of engineering con-
struction, and particularly bridge construction, through
the ages from ancient times in Babylonian, Persian, Egyp-
tian, Chinese, Greek and Roman, and showed the
characteristics of each civilization and the architecture
peculiar to each period. After the fall of the great Roman
Empire barbarism held sway for a time destroying much
which had been accomplished, until the feudal system, the
only one possible for those times, brought more or less
order out of chaos. It was during this period that these
engineering monks quietly preserved the secrets of the
trade and finally in 1154 banded themselves together in
the unique Order, "Brothers of the Bridge". They formed
many branches of the Order and their services were much
in demand throughout southern France, Germany and
England. Illustrating his address by slides, Mr. Carruthers
showed many pictures of structures built by these men, a
large number of which, although now mostly in ruins, may
still be seen to-day.
Of particular note was old London Bridge, the same
made famous by the well-known tune, "London Bridge is
falling down", which was an example of the skill and
enterprise of these engineers. The speaker traced the history
of the old structure over a period of 300 years until it was
finally demolished and replaced by a more modern structure
early in the nineteenth century.
As a fitting sequel to a most interesting evening Mr.
R. C. Farrow, of the Provincial Water Rights Branch,
showed two reels of motion pictures of northern British
Columbia, the bridge builders' paradise. These pictures
were taken by Mr. Farrow himself while on a survey trip to
a proposed power site on the upper reaches of the Kemano
River at the head of Gardner Canal and showed the
methods employed for transporting equipment and supplies
into these hard-to-get-at places. Indians with 35-foot cedar
dug-out canoes were employed for the river work. The
beautiful scenery and rugged terrain made most interesting-
pictures.
At the conclusion of the evening hearty votes of thanks
were passed to Mr. Carruthers and to Mr. Farrow for one
of the most interesting and instructive evenings enjoyed
by the branch.
98
February, 1910 THE ENGINEERING JOURNAL
Library Notes
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
REVISED LIST OF C.E.S.A. SPECIFICATIONS
I — Standards Published or Ready for Issue
During the year new C.E.S.A. standards or revisions to existing
standards have been completed as follows:
Section A — Civil Engineering
*A 5 — Portland Cement (3rd edition).
*A57 — High Early Strength Portland Cement.
Section B — Mechanical Engineering
B44-1938 — Safety Code for Passenger and Freight Elevators.
B12-1939— Galvanized Steel Wire Strand (2nd edition).
B51-1939 — Regulations for the Construction and Inspection of
Boilers and Pressure Vessels.
B52-1939 — Mechanical Refrigeration Code.
B53-1939 — Code for the Identification of Piping Systems.
Section C — Electrical Engineering
C10-1938 — Tungsten Incandescent Lamps (2nd edition)
C50T-1938— Insulating Oils.
C22.2 No. 7-1938— Portable Electric Displays and Incandescent
Lamp Signs (2nd edition).
C22.2 No. 45-1938— Rigid Steel Conduit.
C22.2 No. 46-1938— Electric Air Heaters.
C22.2 No. 48-1938— Non-metallic Sheathed Cable.
C22.2 No. 50-1938— Knife Switches.
C22.2 No. 51-1938— Armoured Cable and Armoured Cord.
C22.2 No. 56-1938— Flexible Steel Conduit.
General Specifications
C14-1939-
♦C49-
-Reinforced Concrete Poles (2nd edition).
Hard Drawn Aluminum Wire, Aluminum Cable and
Aluminum Cable (Steel Reinforced).
C58-1939— Design of C.E.S.A. Cast Lead-pin Thread for Insulator
Pins of 1 in. and 1% in.
C.E. Code, Part I — Inside Wiring Rules
C22.1-1939— Canadian Electrical Code, Part I (4th edition).
C.E. Code, Part II — Approvals Specifications
C22.2, No. 1(b) — 1939— Power-operated Radio Devices (Conduc-
tively-coupled Type).
*C22.2, No. 2- —Electric Signs (2nd edition).
C22.2, No. 31-1939— Switchboards, Construction and Test of
C22.2, No. 53-1939— Domestic Electric Clothes-washing Machines.
*C22.2, No. 58- —Isolating Switches (for High-potential "Dis-
connect" Use).
C22.2, No. 59-1939— Fuses (Both Plug and Cartridge Type).
C.E. Code, Part III— Outside Wiring Rules
*C22.3, No. 1(A) — Construction of Supply and Trolley Lines Crossing
Railways.
*C22.3, No. 1(B) — Construction of Communication Lines Crossing
Railways.
Section G — Ferrous Metals
G26 -1938 — Commereial-qualitv Hot-rolled Bar Steels (3rd edition).
G27 -1938— Commercial Cold-finished Bar Steels and Cold-finished
Shafting (3rd edition).
G30 -1938 — Billet-steel Concrete Reinforcing Bars (3rd edition).
G31 -1938 — Rail-steel Concrete Reinforcing Bars (3rd edition).
G32 -1938 — Cold-drawn Steel Wire for Concrete Reinforcement
(3rd edition).
G45 -1938 — Fabricated Steel Bar or Rod mats for Concrete Rein-
forcement.
G46 -1938 — Welded Steel Wire Fabric for Concrete Reinforcement.
Section S — Steel Construction
S 6 -1938— Steel Highway Bridges (3rd edition).
S47T-1938 — Tentative Welding Qualification Code for Fabricators,
Contractors, Supervisors and Welders.
S48T-1938 — Tentative Electrode Specification for Electrode Manu-
facturers and Structural Steel Fabricators.
*Standards printed, but not actually published.
II — Standards Partially Completed
The following standards have been the subject of discussion by
appropriate committees during the past year and such progress has
been made that it is anticipated they will be published as new or
revised C.E.S.A. standards during the coming year.
Section A — Civil Engineering
A 5-1927 — Portland Cement (Revision).
A57- High Early Strength Portland Cement.
A23-1929 — Concrete and Reinforced Concrete (Revision).
A16-1930 — Steel Structures for Buildings (Revision).
(Note — A16 will be transferred to Section S — Steel
struction — in the new edition).
A54- Procedure for Fire Tests for Building Construction and
Materials.
A55- Procedure for Tests for Fire Resistance of Roof Coverings.
A56- Wood Piling and Pile Driving.
Section B — Mechanical Engineering
B51 — Canadian Regulations for the Construction and Inspection of
Boilers and Pressure Vessels.
B52 — Mechanical Refrigeration Code.
B53 — Colour Identification of Piping Systems.
Section C — Electrical Engineering
C49- — Aluminum Cable and Aluminum Cable Steel Reinforced.
C58- — Design of C.E.S.A. Cast Lead-Pin Thread for Insulator
Pins of Nominal Diameters of 1 in. and 1% in.
C14-1924 — Reinforced Concrete Poles (Revision).
C22. 1-1935— Canadian Electrical Code, Part I (Inside Wiring Rules),
Fourth Edition (Revision).
C22.2 — Canadian Electrical Code, Part II (Approvals Specifications).
1(b) — Power-operated Radio Devices (Conductively-coup-
led Type).
31 — Switchboards.
47 — Air-cooled Transformers.
53 — Washing Machines.
57 — Pull-off Plugs for Electro-thermal Appliances.
C22.3— Canadian Electrical Code, Part III (Outside Wiring Rules).
(a) — Regulations for Supply and Trolley Lines Crossing
Railways,
(b) — Regulations for Communication Lines Crossing Rail-
ways.
New Subjects Under Development
Authorisation of the C.E.S.A. Executive Committee for the investi-
gation and preparation of standards has been given for the following
subjects. Appropriate committees, sub-committees or panels have been
organised for the purpose.
Section A — Civil Engineering
Building Brick. Lime.
Structural Hollow Tile. Gypsum Blocks.
Vitrified Clay Sewer Pipe. Concrete Blocks.
Section B — Mechanical Engineering
Nominal Sizes and Standard Dimensions for Wood Screws.
Copper and Brass Pipe. Copper Tubing.
Cast Iron Pipe. Steel Pipe.
Section C — Electrical Engineering
Oil Circuit-breakers; Paper-insulated Lead-covered Cable; Regulations
for Communication Lines Crossing Supply and Trolley Lines; and the
following Approvals Specifications: Motors in Hazardous Locations
(Classes I, II, III and IV); Capacitors; Motors in Non-hazardous
Locations; Bell-ringing, Signalling and Small Power Specialty Trans-
formers; Motor-operated Appliances (Portable Type with Fractional
h.p. Motors); Porcelain Insulating Devices; Service-entrance Cable;
Snap Switches; Electric Ranges; Cooking and Liquid Heating Ap-
pliances; Solderless Wire Connectors (Pressure Type); and revisions
to Specifications No. 3 — Electrical Equipment for Oil-burning Appa-
ratus; No. 9 — Electric Fixtures; No. 14 — Industrial Control Equip-
ment in Ordinary (Non-hazardous) Locations; No. 16 — Insulated
Conductors for Power-operated Radio Devices; No. 25 — Enclosures
(Other than Explosion-proof) for Use in Hazardous Locations; No.
28 — Asbestos-covered Wires; No. 42 — Receptacles, Plugs and Similar
Wiring Devices.
Section S — Steel Construction
Specification for Metallic Arc Welding (Bridges and Buildings).
Specification for Protective Eye Screens for Welders.
THE ENGINEERING JOURNAL February, 1940
99
BOOK REVIEW
Public Works in Canada
Under the Department of Public Works
By K. M. Cameron, M.E.I .C, Chief Engineer, Department of Public
Works, Ottawa. The King's Printer, 1989, 84 pp., 6Y 2 by 9% in.,
paper.
The progress of a newly settled country is necessarily dependent
upon the growth of its means of communication and its public works,
particularly the provision of harbours and aids to navigation in inland
and coastal waters, and the construction of buildings and other works
for the government service. The present Chief Engineer of the Do-
minion Department of Public Works has given us an admirable
account of the way in which these and other indispensable aids to
the country's development have been furnished in Canada. His story
will be read with interest by all who wish to learn something of the
origins of Canada's present system of public works and transportation,
and of the men who have been responsible for supplying so satisfactorily
the country's needs in these respects.
Mr. Cameron's survey covers the period beginning in 1841, when
the draft of vessels between Quebec and Montreal was limited to ten
feet, and the provinces of Upper and Lower Canada had just entered
into union. The combined population of these provinces and the
Maritimes colonies was then about one and a half millions. Just after
confederation, there were three and a half million people. To supply
the needs of this rapidly growing community, whose number reached
the ten million mark sixty years later, has been no light task.
The public works required were of many kinds. At first slides and
booms for the timber trade, roads and bridges for the movement of
settlers, lighthouses, harbours and drydocks were among the chief
undertakings. Later the development of the west established entirely
new requirements. During the present century the growth of the
grain export trade has led to harbour and canal construction in the
St. Lawrence basin on an impressive scale. The utilization of Canada's
fishing grounds, covering some two hundred thousand square miles of
salt water and seventy thousand square miles on the Great Lakes,
has called for extensive development of fishing harbours, often under
very difficult local conditions and with severe limitations as to cost.
In connection with these and other activities, important survey work
had to be done and precise levels established. The Dominion Govern-
ment was called upon to provide telegraph facilities around the Gulf
of St. Lawrence and in the Northwest Territories, involving some
eleven thousand miles of line. Add to these the many public buildings
needed for the government services in Ottawa, and in all the principal
cities and towns of the Dominion, and one obtains some idea of the
responsibilities which have been carried by the officers of the Depart-
ment of Public Works and its predecessors, the Commissioners of
Public Works of the United Provinces.
But Mr. Cameron does not confine himself to the statistical and
technical aspects of his subject. He notes the achievements and
sterling character of the many engineers who have been engaged in
Public Works in Canada from 1779 onwards. Many of these men
were drawn at first from the Royal Engineers, later a number of dis-
tinguished civilians took up the work. The names of many of them
will be found on the early lists of members of the Canadian Society
of Civil Engineers. Such men as Colonel By, Admiral Bavfield, and
Sir Casimir Gzowski were followed by a succession of equally devoted
and professionally competent engineers. Canada has indeed been
fortunate in the high professional standing of the officers of her
government departments dealing with engineering and scientific
matters. It is gratifying to have so eminent a public servant as Mr.
Cameron set forth so clearly the achievements of his predecessors and
fellow-workers.
BOOK NOTES
The following notes on new books appear
here through the courtesy of the Engin-
eering Societies Library of New York. As
yet the books are not in the Institute
Library, but inquiries will be welcomed
at headquarters, or may be sent direct
to the publishers.
AIRCRAFT RADIO AND
ELECTRICAL EQUIPMENT
By H. K. Morgan. New York and Chicago,
Pitman Publishing Corp., 1939. 374 PP-,
illus., diagrs., charts, tables, 9x6 in.,
cloth, $4.50.
The fundamentals of electricity and elec-
trical equipment are presented, present-day
equipment is described, and the topics of
radio waves, static, direction finding, ultra-
high frequencies, inspection and maintenance
are discussed. There are numerous schematic
diagrams, questions follow each chapter, and
the answers are grouped in an appendix.
AMERICA'S TREASURE
By W . M. Reed; edited by C. Croneis. New
York, Harcourt, Brace & Co., 1939. 395
pp., illus., 9V 2 x ey 2 in., cloth, $3.00.
The story of the mineral wealth of the
United States is told in simple language, with
emphasis on the geological background of the
deposits of ir étais, petroleum and building
stone. The later chapters deal with a variety
of subjects: erosion, production and power
statistics, inventions, athletic prowess, slum
clearance, and the future of America.
AUTOMATIC DESIGN OF CONTINU-
OUS FRAMES IN STEEL AND RE-
INFORCED CONCRETE
By L. E. Grinter. New York, Macmillan
Co., 1939. 141 PP-, illus., diagrs., charts,
tables, 9 x 6 in., cloth, $3.00.
The design process explained and advocated
is based on the method of balancing moments,
and consists of a series of successive correc-
tions in which the crudity or refinement of
the analyses approximates that of the re-
spective preliminary designs. Much of the
author's previously published material has
here been reorganized, together with addi-
tional information, to enable the designer to
apply automatic design methods to con-
tinuous structures.
COMBATING CORROSION IN
INDUSTRIAL PROCESS PIPING
By L. G. Vande Bogart. Chicago, III.,
Crane Co., May, 1939. 103 pp., illus.,
charts, tables, 11 x 8 in., paper, $3.00.
Corrosion theory is discussed, both for
direct chemical corrosion, such as oxidation,
and for electrochemical corrosion; the be-
havior of common piping materials, both
metallic and non-metallic, in contact with
typical corrosive solutions is considered; and
the practical problem of corrosion is treated
under classified groups of corrosive liquids.
There is a bibliography and a list of recom-
mendations of materials, arranged alpha-
betically by corrosive agents.
CONCRETE PIPE IN AMERICAN SEW-
ERAGE PRACTICE. Bulletin No. 17,
prepared and edited by M. W.
Loving.
Chicago, American Concrete Pipe Associa-
tion, 1938. 96 pp., also Supplements,
illus., diagrs., charts, tables, 9x6 in.,
lea., apply.
A brief history of sanitary engineering,
technical data on sewerage systems and con-
crete sewer-pipe, and illustrative examples of
modern sewerage improvements are presented,
mainly reprinted from other sources. Several
A.S.T.M. specifications and American Con-
crete Pipe Association bulletins are also in-
cluded.
THE ELECTRIC POWER ENGINEERS'
HANDBOOK
By W. S. Ibbetson. New York, Chemical
Pub. Co.; London, E. & F. N. Spon., 1939.
241 pp., illus., diagrs., charts, tables, 9x6
in., cloth, $5.00.
Intended as a practical manual for the
efficient control and care of all kinds of
electrical machinery, this book presents basic
theory, description, and directions for the
proper operation and iraintenance of motors,
generators, converters and rectifiers. There
are two chapters on faults, breakdowns and
testing.
FOUNDATIONS AND EARTH
PRESSURES
By C. H. Wollaston. London, Hutchinson's
Scientific and Technical Publications,
1939. 295 pp., diagrs., charts, tables, 9x6
in., cloth, 21s.
The opening section describes subsoil classi-
fication, soil-mechanics theory, the testing of
subsoils, foundation types and methods, and
shear and bond stresses. In part II earth
pressure calculations, including cohesion and
distribution effects, are considered, together
with retaining walls. Practical design, with
calculations for specific cases, appears in part
III.
GENERAL CARTOGRAPHY
By E. Raisz. New York and London
McGraw-Hill Book Co., 1938. 370 pp.,
illus., diagrs., charts, maps, tables, 9% x
6 in., cloth, $4.00.
Map making in all its phases is presented,
beginning with historical information. The
remainder of the first section deals with
scales and projections, representation of earth
features, lettering, composition and drafting
of maps. The second section discusses maps
for special purposes, including graphical and
statistical maps, cartograms, science maps,
etc. Globes, models, field sketching and
cataloging are also considered. The work is
said to be the first American text on its sub-
ject.
GREAT BRITAIN. Dept. of Scientific and
Industrial Research. Methods for the
Detection of Toxic Gases in Indus-
try. Leaflet No. 6. CARBON BISUL-
PHIDE VAPOUR.
London, His Majesty's Stationery Office,
1939. 8 pp., diagrs., tables, 10 x 6 in.,
paper (obtainable from British Library
of Information, 50 Rockefeller Plaza, New
York, $0.10).
The properties, occurrence, poisonous ef-
fects and first aid treatrrent are briefly men-
tioned, in addition to the description of the
methods and eauipn-ent for carrying out the
test for carbon bisulphide vapor.
LAND DRAINAGE AND RECLAMATION
By Q. C. Ayres and D. Scoates. 2 ed. New
York and London, McGraw-Hill Book
Co., 1939. 496 pp., illus., diagrs., charts,
tables, 9}4x6 in., cloth, $4.00.
The purpose of this text is to cover the
problem's of drainage, reclamation and sur-
veying that arise on the average farm and
which the farmer himself can be expected to
handle. After a discussion of the broad aspects
of land reclamation, the text deals with land
surveying, surface drainage, clearing of land,
sub-surface drainage, and erosion control.
Problems and references accompany some
chapters.
100
February, 1940 THE ENGINEERING JOURNAL
MACHINE SHOP WORK
By F. W. Turner and O. E. Perrigo,
revised by A. Bertrand. Chicago, American
Technical Society, 1940. 361 pp., Mus.,
diagrs., charts, tables, 9x6 in., cloth,
$2.75.
This comprehensive treatise on approved
shop methods includes the construction and
use of tools and machines, details of their
efficient operation and a discussion of modern
production methods. Descriptive illustrations
and diagrams are used extensively and there
is a final chapter explaining typical slide-rule
calculations.
THE MATHEMATICAL THEORY OF
HUYGENS' PRINCIPLE
By B. B. Baker and E. T. Copson.
Oxford, England, Clarendon Press; New
York, Oxford University Press, 1939. 155
pp., diagrs., tables, 10 x 7 in., cloth, $4-25.
This book deals with the mathematical
theory of Huygens' principle in the propaga-
tion of fight and of sound waves of small
amplitude. It is concerned with the general
theory of the solution of the partial differen-
tial equations governing these phenomena,
detailed application of the theory to the
solution of special diffraction problems being
discussed only as an illustrative example.
ORGANIZATION AND MANAGE-
MENT OF PRODUCTION
By W. N. Mitchell. New York and Lon-
don, McGraw-Hill Book Co., 1939. 417
pp., diagrs., charts, tables, 9% x 6 in.,
cloth, $4.00.
In this text the author presents the out-
growth of his attempts to develop an intro-
ductory course in production management
for business students in colleges. The book
deals concisely with those factors in the
economic, technological and geographical en-
vironment of production that determine the
general forms of organization of production
activities, and also covers the more important
problems encountered by production execu-
tives in administration work. Reference lists,
questions and exercises are appended.
POWER ECONOMICS FOR
ENGINEERING STUDENTS
By R. C. Gorham. Pittsburgh, Pa., Pitts-
burgh Co., 1939. 310 pp., diagrs., charts,
tables, 9Y 2 x 6 in., cloth, $3.25.
The necessity for engineering economy is
stressed in part A, which presents funda-
mental concepts and factual information,
with general principles which are applicable
to engineering practices for best overall
economy. Part B furnishes the opportunity
for the application of the preceding principles,
largely through the use of examples from
public utility practice. There are lists of
references and many problems.
PRACTICAL ELECTRICAL WIRING
By H. P. Richter. New York and London,
McGraw-Hill Book Co., 1939. 503 pp.,
Mus., diagrs., charts, tables, 814 x °~Y2 i n -,
cloth, $3.00.
Practical methods of electrical wiring are
explained in plain language for the man who
does it. All kinds of fight and power wiring
for home, farm and factory are described,
and the fundamental principles are clearly
presented. All material is based on the
National Electrical Code, and selected tables
of data from the code are included.
PRINCIPLES OF INDUSTRIAL
ORGANIZATION
By D. S. Kimball and D. S. Kimball, Jr.
5th éd., New York and London, McGraw-
Hill Book Co., 1939. 478 pp., Mus.,
diagrs., charts, tables, 9x6 in., cloth, $4-00.
The internal organization and procedures
of industrial enterprises are comprehensively
covered, and industrialism is considered from
the broader points of view of economic or-
ganization in general. New material treating
of the effect of recent Federal legislation upon
industry has been included in this new edition,
and all statistical data have been revised.
PRODUCTION MANAGEMENT
By A. M. Simons, reviewed by H. P.
Dutton. Chicago, American Technical
Society, 1940. 588 pp., Mus., diagrs.,
charts, tables, 9x6 in., cloth, $3.50.
The efficient control of present-day mass
production is possible only through the
standardization of the many procedures
which contribute to it. The intention of this
book is to provide a practical approach to the
problems of plant location, factory layout,
work routing, task fixing, office organization,
etc., and to the many phases of hiring, train-
ing and handling of the personnel.
PUBLIC SPEAKING FOR
TECHNICAL MEN
By S. M. Tucker. New York and London,
McGraw-Hill Book Co., 1939. 397 pp.,
8x6 in., cloth, $3.00.
The proper presentation of speeches, lec-
tures, etc., is comprehensively covered. Vir-
tues and defects in speaking are brought out
through narrative treatment, and working
principles to be drawn from these examples
are conveniently summarized at the end of
chapters. The subject matter covers not only
diction, organization of material, and plat-
form technique, but also important helps for
the technical speaker on using charts, answer-
ing questions, etc.
THE RADIO AMATEUR'S HAND-
BOOK, 17th éd., 1940.
West Hartford, Conn., American Radio
Relay League, 1939. 575 pp., Mus.,
diagrs., charts, tables, 10 x 7 in., paper,
$1.00 in U.S.A., $1.25 in foreign coun-
tries; bound, $2.50.
This well-known manual covers compre-
hensively the amateur short-wave field. The
fundamental principles and the design, con-
struction and operation of transmitting and
receiving apparatus are described in detail,
including ultra-high frequency, emergency,
and portable equipment. In addition to
revision and new illustrations the subject
matter in this edition has been divided into
major sections with more extensive sub-
division than before.
SEMI-CONDUCTORS AND METALS
By A. H. Wilson. Cambridge, England,
University Press; New York, The Mac-
millan Co., 1939. 119 pp., diagrs., charts,
tables, 9x6 in., paer, $2.00.
The purpose of this book is to provide a
simplified authoritative account of some of the
main achievements of the theory of metals in
the past ten years, and thus to form an up-to-
date supplement to the various treatises on
the subject. The presentation aims to make
clear the physical principles on which the
theory is based and to derive the results
wherever possible by simplified arguments.
Brief bibliographies of recent publications are
included.
SYMPOSIUM ON THERMAL INSULAT-
ING MATERIALS
Columbus Regional Meeting, March 8,
1939. Philadelphia, American Society for
Testing Materials, 1939. 123 pp., Mus.,
diagrs., charts, tables, 9x6 in., paper,
$1.25; cloth, $1.50.
Four papers constitute this symposium, as
follows: Factors influencing the thermal con-
ductivity of non-metallic materials; Test
methods for determining physical properties
of thermal insulations; One consumer's prob-
lems in selecting heat insulation; Effect of
solar radiation on the heat transmission
through walls. Discussion of the papers is
included.
TURBINES À VAPEUR
By Pio-Oulsky; translated by R. Dem-
chenko and E. Kisselev, preface by
C. Monteil. Paris, Dunod, 1939. 403 pp.,
Mus., diagrs., charts, tables, 11x8 in.,
paper, 185 frs.; bound, 210 frs.
This text, translated from the Servian lang-
uage, represents the course in steam turbines
given at Belgrade University. The first section,
after a classification by types, discusses in
detail the products of the fifteen large Euro-
pean manufacturers. Following this the parts
and auxiliaries of steam turbines are discussed
from the designers' point of view, and a
chapter is devoted to turbine regulation. The
final chapter discusses the problem of high-
speed shafts and their critical speeds. The
book is illustrated with excellent drawings.
STATIC AND DYNAMIC
ELECTRICITY
By W. R. Smythe. New York and London,
McGraw-Hill Book Co., 1939. 560 pp.,
diagrs., charts, tables, 9 l /2 x # in., cloth,
$6.00.
This book formulates the basic laws of
electrostatics, magnetostatics, and electro-
magnetic theory, by concise vector methods,
from the underlying experimental facts. It
gives an extended treatment of the mathema-
tical technique for applying these laws to
specific problems. Although the theory is
completely developed from basic expsri-
mental facts, the emphasis is on problems, of
which there are several hundred. References
are given for additional study.
THE ENGINEERING JOURNAL February, 1940
101
Employment Service Bureau
SITUATIONS VACANT
ELECTRICAL ENGINEERS AND DRAFTSMEN
- — Junior, 25-40 years of age. At least two years
experience in substation work. State qualifications,
age, length of experience and present location.
Apply to Box No. 1985-V.
MAN with science degree, chemistry, engineering and
practical knowledge of steam boiler plant operation.
Strong personality and progressive nature are
required to sell the technical service and product of
this company. Apply to Box No. 2003-V.
MECHANICAL ENGINEER, for large Canadian in-
dustrial corporation. Sales experience in the engineer-
ing field necessary. Age between twenty-five and
thirty. Bilingual essential. Apply Box No. 2012-V.
CHEMICAL ENGINEER OR CHEMIST who haB
majored in Organic Chemistry with a few years
experience in Laboratory or Factory in connection
with developing rubber compounds: knowledge of,
or experience in, allied synthetics desirable, In apply-
ing please state age, details of educational background
and experience, salary desired and availability. Box
No.2013-V.
NATIONAL RESEARCH COUNCIL
VACANCIES
Because of losses from the staff of the Radio Labora-
tories in the Division of Physics and Electrical Engineer-
ing and of new war work, there are now vacancies as
named below. All the work involved is of important
war nature and it is essential that applicants should
have radio experience.
(a) 1 Professional — Assistant Research Physicist,
$2820-3300 per annum; (b) 1 Professional — Junior Re-
search PhysiciBt, $2100-2700 per annum; (c) 1 Sub-
professional — Senior Laboratory Assistant (Replace-
ment), $1440-1740 per annum; (d) 3 Subprofessional—
Laboratory Assistant (2 New; 1 Replacement), $1140-
1380; (e) 1 Subprofessional — Laboratory Helper (Re-
placement), $720-1020.
BRITISH ADMIRALTY VACANCIES
In consequence of an offer by the Canadian Govern-
ment to the British Admiralty of a certain number of
technically qualified men for a special technical war
service, the National Research Council has offered to
assist in finding, selecting and listing of men suitably
qualified. Therefore, the Council would be pleased to
receive the names, addresses, and credentials concern-
ing or relating to education, experience, and personal
qualifications of British subjects in Canada who may be
included in the following category and who would wish
t0 8erve: —
GROUP I.
Engineer-Physicists with experience of radio fre-
quency technique, especially of very short waves. Half
of these men are required for Experimental Develop-
ment work in the laboratory and half for Design, i.e.
turning the experimental model into production.
It is essential that all men in this group should have
suitable practical experience and it is considered
unlikely that anyone under the age of 25 could have
obtained the experience necessary. All the men of this
group are to be employed in civilian capacity in Experi-
mental Establishments.
Two (2) men of each sub-group here indicated may be
placed in the Senior Experimental Officer Grade, with
salaries £680 per annum; the remainder of each sub-
group will be placed in the Experimental Officer Grade
at salaries between .£350 and £550 per arnum depend-
ing on age and experience.
(We have no details of the possible application of the
Income Tax Act of Great Britain to the above stipends.)
GROUP II.
Men of the Engineer-Physicist type for executive
and maintenance duties in connection with a special
war service. These men should have a good funda-
mental training in Physics or Engineering, with special
knowledge of radio and considerable practical ability;
and they should be capable of being trained rapidly
to understand, operate and control the special apparatus
of this service. They must be medically fit, of the officer
type, and either possess or be capable of acquiring
rapidly the power to command. These men would be
given commissions as Lieutenants or Sub-Lieutenants,
R.N.V.R. (Special Branch), and would be required to
serve either afloat or ashore. Rates of pay for these
officers are aB follows: £463:5:0 for married officers over
30; £435:17:6 for married officers under 30 (plus
children allowances); £381:2:6 for single officers.
(We have no information of a possible allowance for
officer's uniform with the above rates of pay, nor have
we details of the possible application of the Income
Tax Act of Great Britain.)
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
GROUP III.
Engineers with mechanical knowledge and good
practical experience of high frequency electrical or of
radio installations. It is desirable that they should have
Engineering or equivalent degrees, but high research
qualifications are not necessary. They must be medi-
cally fit, of the officer type, and capable of serving on
maintenance duty. Men in this group would be entered
as Probationary Temporary Sub-Lieutenants, R.N.V.R.
(Special Branch), in the first instance. Rates of pay for
these officers are as follows:
Married officers : £333 : 1 5 :0 per annum, plus children's
allowance; Single officers: £279:0:0 per annum.
(We have no information of a possible allowance for
officer's uniform with the above rates of pay, nor have
we details of the possible application of the Income
Tax Act of Great Britain.)
Applications from or suggestions concerning
eligible men should be addressed to the Secretary-
Treasurer, National Research Council, Ottawa.
When applying refer to Overseas Appointment,
Group I, II or III as the case may be.
SITUATIONS WANTED
CIVIL ENGINEER, grad. '29, eleven months on
construction, three months on road location, five
months in draughting office, desires position on con-
struction or would like to enter draughting office
with possibilities in steel and reinforced concrete
design. At present employed. Apply to Box No.
352-W.
CIVIL ENGINEER, m.a. (Cantab.). A.M.Inst.
ce., A. M. E. i.e. Age 35. Married. Experienced general
construction, reinforced concrete, roads, hydro-
electric design and construction, surveys. Apply
to Box No. 751-W.
ELECTRICAL ENGINEER, b.a.sc. General Elec-
tric test course, induction motor and D.C. machine
design. Now employed in minor executive capacity.
Has also had experience as instrumentman on high-
way construction. Wants opportunity to serve where
technical training can be used to better advantage.
Apply to Box No. 993-W.
MECHANICAL ENGINEER, b.a.sc, a.m.e.i.c. Eight
years experience in shop practices, field erection,
draughting, design and estimating. Advanced training
in Industrial Management. Would like to work with
an industrial engineering firm or act as an assistant
to a manufacturing executive to gain further training
n industrial leadership. Married. Age 32. Apply
to Box No. 1543-W.
REFINERY ENGINEER, b.sc. (e.e.), Man. '37.
Experienced in supervising operations and mainten-
ance of small refinery. Registered provincal 3rd
class steam engineer. Executive background. Also
experience in sales and road construction. Consider
any location and reasonable offer. Available on short
notice. Apply to Box No. 1703-W.
CIVIL ENGINEER, b.sc, s.e.i.c. Married. Six
months surveying; mill Bite; water supply, power
line location, earthwork, drainage, topographic.
Has given field instruction in surveying. Three
months bridge maintenance, asphalt paving inspec-
tion in two provinces. Five months draughting.
Excellent references. Speaks Borne French and
Spanish. Will go anywhere. Available on two weeks
notice. Apply to Box No. 1860-W.
MECHANICAL ENGINEER, a.m.e.i.c. Age 37.
Married. 1st Class B.O.T. Certif. 1st Class Ontario
Stat. Engr's Certif. Thorough technical and practical
training. Specialist in maintenance and general plant
supervision, refrigeration, power plant. Available on
short notice. Box No. 1963-W.
ELECTRICAL ENGINEER, b.sc (Alta. '36) s.e.i.c.
Age 25. Single. Two years experience in engineering
sales as power apparatus specialist and in special
products sales for leading electrical manufacturing
firm in Canada. Experience in promotion and sale
of power line hardware equipment as well as in
public address and radio broadcast equipment.
References. Location immaterial. Will go anywhere
on short notice. Apply to Box No. 201 1-W.
ELECTRICAL ENGINEER, b.sc (Manitoba '34)
a.m.e.i.c. Married, Canadian. Experience includes
year and half with British electrical firm in England
on apprenticeship course and erection work. Three
years as sales engineer of wide range of electrical
apparatus. Work included draughting and outside
erection of diesel driven generating equipment,
etc, also draughting and layout design. Experienced
in office routine and correspondence and can meet
public. References are available and will consider
any location. Box No. 2022-W.
CIVIL ENGINEER, b.a.sc (Tor. '34). Age 27.
Single. Two years experience with well known
firm of consulting engineers in surveying, water-
works and sewer design and construction and
municipal engineering. Three and one half years
experience in the design of mining machinery of
all kinds including sales engineering work in the
mining districts of Northern Ontario and Quebec.
Well experienced in structural and mechanical
detailing. References. Apply to Box No. 2041-W.
SALES ENGINEER, fifteen years experience in sales
and sales management, oil burners, heating, indus-
trial heavy oil burners and air conditioning equip-
ment. McGill graduate. Apply Box No. 2046-W.
CIVIL ENGINEER, graduate N.S. Tech. College
(Civil '38) — 13 months experience with Geodetic
Survey in field, 6 months taking inventory of elec-
trical distribution system for utility evaluation, 2
months office appraisal for same, 8 months hydro-
electric design, including drafting plans for dam,
spillway, tail race and power house of reinforced
concrete, 4 months general maintenance work in-
cluding drawing plans for warehouses and repair
jobs. Would accept position anywhere in Canada.
Age 23. Good health. Jr.E.i.c. Single, British
Nationality. Box No. 2069-W.
ELECTRICAL ENGINEER, b.sc (Alta. '36),
s.e.i.c. Canadian, age 25, single. Six months general
surveying, including plane table, level and transit
work. Experience in large western industrial plant
includes six months as shift engineer, one year as
electrician, eighteen months as assistant plant
engineer. Work included draughting, design, estim-
ates and specifications for plant layouts, conveying
equipment, etc. Also some experience with produc-
tion work. Desires permanent position with future.
Good references available and will consider any
location. Box No. 2071-W.
PHYSICAL METALLURGIST, M.S., jr.E.i.c, a.s.m.
Age 24, single, presently employed. Wide experience
with large steel company in all types of metallo-
graphic testing, investigation of complaints, com-
mercial heat treatment. Familiar with steel mill
operation and production , of automotive, alloy
forging, rail and structural steels. Box No. 2080-W
ELECTRICAL ENGINEER, b.e. (n.s.t.c. '36),
s.e.i.c. Age 25. Married, no children. One year's
experience electrical installation, operation and main-
tenance of power house, motors, generators, alter-
nators, transformers, switching gear, underground
cables, airport field lighting, conduit wiring, house
wiring and lighting at Newfoundland Airport. One
and a half year's experience in manufacturing plant in
responsible position including about six months in
official capacity. References. Location immaterial.
Available on about two weeks notice. Box No.2085-W.
102
February, 1940 THE ENGINEERING JOURNAL
PRELIMINARY NOTICE
of Application for Admission and for Transfer
FOR ADMISSION
CULLEN— JOHN TAYLOR, of 200 Elgin St., Ottawa, Ont. Born at Houghton-
le-Spring, England, June 20th, 1917; Educ: 1929 30, Sunderland Technical School.
Private study; 1937-39, ap'tice engr., Price Bros. & Co. Ltd., Kenogami, Que.;
Sept., 1939 to date, dftsman.. Deputy Postmaster General's Branch, Civil Service
Commission, Ottawa.
References: A. Cunningham, G. F. Layne, J. Shanly, N. D. Paine, W. P. C.
LeBoutillier.
January 27th, 1940
The By-laws provide that the Council of the Institute shall approve,
classify and elect candidates to membership and transfer from one
grade of membership to a higher.
It is also provided that there shall be issued to all corporate members
a list of the new applicants for admission and for transfer, containing a
concise statement of the record of each applicant and the names of
his references.
In order that the Council may determine justly the eligibility of
each candidate, every member is asked to read carefully the list sub-
mitted herewith and to report promptly to the Secretary any facts
which may affect the classification and selection of any of the candi-
dates. In cases where the professional career of an applicant is known
to any member, such member is specially invited to make a definite
recommendation as to the proper classification of the candidate.*
If to your knowledge facts exist which are derogatory to the personal
reputation of any applicant, they should be promptly communicated.
Communications relating to applicants are considered by
the Council as strictly confidential.
The Council will consider the applications herein described in
March, 3940.
L. Austin Wright, General Secretary.
•The professional requirements are as ollows: —
A Member shall be at least thirty-five years of age, and shall have been engaged
in some branch of engineering for at least twelve years, which period may include
apprenticeship or pupilage in a qualified engineer's office, or a term of instruction in
a school of engineering recognized by the Council. The term of twelve years may,
at the discretion of the Council, be reduced to ten years in the case of a candidate
for election who has graduated from a school of engineering recognized by the Council.
In every case the candidate shall have held a position in which he had responsible
charge for at least five years as an engineer qualified to design, direct or report on
engineering projects. The occupancy of a chair as a professor in a faculty of applied
science of engineering, after the candidate has attained the age of thirty years, shall
be considered as responsible charge.
An Associate Member shall be at least twenty-seven years of age, and shall have
been engaged in some branch of engineering for at least six years, which period may
include apprenticeship or pupilage in a qualified engineer's office or a term of instruc-
tion in a school of engineering recognized by the Council. In every case a candidate
for election shall have held a position of professional responsibility, in charge of work
as principal or assistant, for at least two years. The occupancy of a chair as an
assistant professor or associate professor in a faculty of applied science of engineering,
after the candidate has attained the age of twenty-seven years, shall be considered as
professional responsibility.
Every candidate who has not graduated from a school of engineering recognized
by the Council shall be required to pass an examination before a board of examiners
appointed by the Council. The candidate shall be examined on the theory and practice
of engineering, with special reference to the branch of engineering in which he has
been engaged, as set forth in Schedule C of the Rules and Regulations relating to
Examinations for Admission. He must also pass the examinations specified in Sections
9 and 10, if not already passed, or else present evidence satisfactory to the examiners
that he has attained an equivalent standard. Any or all of these examinations may
be waived at the discretion of the Council if the candidate has held a position of
professional responsibility for five or more years.
A Junior shall be at least twenty-one years of age, and shall have been engaged
in some branch of engineering for at least four years. This period may be reduced to
one year at the discretion of the Council if the candidate for election has graduated
from a school of engineering recognized by the Council. He shall not remain in the
class of Junior after he has attained the age of thirty-three years, unless in the opinion
of Council special circumstances warrant the extension of this age limit.
Every candidate who has not graduated from a school of engineering recognized
by the Council, or has not passed the examinations of the third year in such a course,
shall be required to pass an examination in engineering science as set forth in Schedule
B of the Rules and Regulations relating to Examinations for Admission. He must also
pass the examinations specified in Section 10, if not already passed, or else present
evidence satisfactory to the examiners that he has attained an equivalent standard.
A Student shall be at least seventeen years of age, and shall present a certificate
of having passed an examination equivalent to the final examination of a high school
or the matriculation of an arts or science course in a school of engineering recognized
by the Council.
He shall either be pursuing a course of instruction in a school of engineering
recognized by the Council, in which case be shall not remain in the claBS of student
for more than two years after graduation; or he shall be receiving a practical training
in the profession, in which case he shall pass an examination in such of the subjects
set forth in Schedule A of the Rules and Regulations relating to Examinations for
Admission as were not included in the high school or matriculation examination
which he has already passed; he shall not remain in the class of Student after he has
attained the age of twenty-seven years, unless in the opinion of Council special cir-
cumstances warrant the extension of this age limit.
An Affiliate shall be one who is not an engineer by profession but whose pursuits,
scientific attainment or practical experience qualify him to co-operate with engineers
in the advancement of professional knowledge.
The fact that candidates give the names of certain members as reference does
not necessarily mean that their applications are endorsed by such members.
DONALDSON— DAVID RENNIE, of New Westminster, B.C. Born at New West-
minster, May 2nd, 1916; Educ: B.A.Sc. (Civil), Univ. of B.C., 1939; 1937-38 (sum-
mers), student asst., Topogl. Survey, Dept. of Mines, Ottawa; May, 1939 to date,
inspector of aircraft, Boeing Aircraft Company, Vancouver, B.C.
References: J. N. Finlayson, A. Peebles, E. Smith, A. S. Wootton, T. V. Berry.
DOUGLAS— RALPH LOUIS, of Montreal, Que. Born at Morell, P.E.I., March
29th, 1911; Educ: B.Sc (Mech.), Queen's Univ., 1937; 1936 (summer), engrg.
dept., Enamel & Heating Products Ltd., Sackville, N.B.; Upon graduation entered
the employ of the Trane Company of Canada Ltd.; spent five months at the Trane
School at Lacrosse, Wis.; in Feb., 1938, was transferred to Montreal to take over
the coil and air conditioning dept. of the Montreal Office, since then in charge of
that dept. in the Quebec territory.
References: L. T. Rutledge, H. W. McKiel, G. L. Wiggs, L. M. Arkley, W. W.
Timmins.
GILL— J. EMILE, of 5353 Monkland Ave., Montreal, Que. Born at Pierreville,
Que., March 19th, 1885; Educ: B.A.Sc, CE., Ecole Polytechnique, Montreal,
1908; R.P.E. of Que.; 1909-10, sewer and paving work; 1911-12, topog'l. work and
surveying; 1912-17, private practice, sewers, roads and waterworks; 1918-22, tech-
nical service, and 1922-28, road dept., City of Montreal; 1929 to date, asst. engr.,
Quebec Streams Commission.
References: O. O. Lefebvre, S. F. Rutherford, A. Duperron, H. Massue, J. A.
Lalonde.
HARRINGTON— CONRAD DAWSON, of 24 Ramezay Road, Westmount, Que.
Born at Montreal, Nov. 17th, 1884; Educ: 1902-05, R.M.C., B.Sc, McGill Univ.,
1907. R.P.E. of Que.; on graduation joined firm of Byers and Anglin as engr. in
charge of concrete work. Spent two years in U.S. gaining experience on outside work.
When this firm dissolved, went into new firm of Anglin's Limited as vice-president.
When this firm took over Canadian end of Norcross Brothers, became vice-president
and general manager of newly formed firm of Anglin-Norcross Corporation Ltd.,
and has occupied this position to the present time. Also president of Anglin-Norcross
Quebec Ltd.. and Anglin-Norcross Ontario Ltd.
References: J. M R. Fairbairn F P Shearwood O. O. Lefebvre, A. Surveyer,
J. B. Challies.
r> HILLMAN— WILLIAM ANGUS, of Kenora, Ont. Born at Clachan, Ont., Feb.
16th, 1888; Educ: Corres. Course, A.T.S., Chicago; 1905-08, chainman, 1908-10,
rodman, 1910-11, instr'man., 1912-13, res. engr., C.P.R.; 1915-17, res. engr., H.B.
Rly.; 1918, res. engr. on constrn. of Winnipeg aqueduct; 1919-20, field engr., water
supply surveys, C.P.R.; 1921-24, and 1926-27, layout engr. on bldg. constrn., Carter
Halls Aldinger Co.; 1924-25, office manager for same company at Minneapolis;
1927-28, res. engr., C.N.R. water service; 1928-29, supervn. of quarry layout and
constrn. of crushing plant, and 1929-30, engr. and asst. supt., crushing plant, Gren-
ville Crushed Rock Co.; 1931-33, layout engr. and supt. of crushing and mixing
plant, Abitibi Canyon hydro plant constrn.; 1933-36, quarry and crushing plant
mtce., 1936-37, engr. and asst. supt. crushing plant, Grenville Crushed Rock Co.;
1937-39, supt. on road constrn., Rayner Construction Co. (A.M.E.I.C. 1921-29).
References:J. W. Porter, G. Mitchell, T. C. Main, R. L. Hearn, H. E. Barnett.
KING— CAMERON NORCOTT, of Fredericton, N.B. Born at Plaster Rock,
N.B., March 21st, 1915; Educ: B.Sc. (Civil), Univ. of N.B., 1936; 1937-39, instr'-
man., highway divn., Dept. of Public Works of New Brunswick.
References: A. F. Baird, J. Stephens, E. O. Turner, W. J. Lawson, C. G. Grant
MOHURY— BIPRA DAS, of Calcutta, India. Born at Darjeeling, August 16th,
1912; Educ: Diploma in Civil Engineering, Anderson Engineering & Technical
Institute, Calcutta; Incorporated Building Surveyor (London); Assoc. Member,
Ins. Assn. of Architects and Surveyors (London) ; Assoc Member, Inst. Highway
Engrs., London; 1930-31, railway probationer surveyor, Bengal Nagpur Rly.;
1932-34, asst. res. engr., Indo Burma Engineering Syndicate, Vizag, Madras; 1935-37,
engr. executing works in the Public Works Dept. of the Govt, of Bihar and Orissa
(responsible for the constrn. of several bridges and bldgs.); at present, asst. district
engr., Concrete Association of India, Calcutta District (engr. in charge of the city
of Calcutta and other provinces — responsible for design and details and constrn. of
reinforced concrete structures). (By special ruling of Council references from mem-
bers of British Institutions have been accepted.)
References: A. Stewart-Lewis, U. S. Jayaswal, S. C. Das Gupta, I. N. Ghosh,
K. C. Gupta.
NEILSON— JAMES EDWARD, of Montreal, Que. Born at Lyn, Ont., Feb. 3rd,
1907; Educ: B.Sc, Queen's Univ., 1928. R.P.E. of Que.; 1928, shift fireman, Swifts,
Toronto; with the Riley Engineering and Supply Co. Ltd., Toronto, as follows:
1929 (1 mos.), dftsman., then joined field service and erection dept., moved to
Montreal in charge of field service and erection for eastern territory, incl. Ottawa
and Kingston to Maritime provinces; Sept., 1930, moved back to Toronto for course
in furnace design, estimating and engrg. application of equipment; 1931, moved to
Montreal, and from 1932-34, in charge of Montreal office, selling and servicing
equipment; 1934 to date, sales engr. with Foster Wheeler Limited, who acquired
the rights from the Riley Stoker Corporation in the United States for the manu-
facture and sale of their equipment. Since that time selling, by engrg. application,
in addition to above equipment, other equipment manufactured by Foster Wheeler,
incl. cooling towers, heat exchangers, oil refinery apparatus, boilers of all types,
superheaters, economizers, condensers, evaporators, etc.
References: F. A. Combe, P. E. Poitras, H. C. Karn, C. K. McLeod, E. A. Ryan,
J. T. Farmer, J. F. Plow, E. A. Goodwin, D. F. Grahame, J. B. Stirling, J. L. Bieler.
POLLOCK — ALLAN, of Schumacher, Ont. Born at Glasgow, Scotland, May
1st, 1910; Educ: 1930-32, Queen's Univ.: 1928-29, 1930, Shawinigan chemical plant,
Shawinigan Falls; 1932-36, independent dfting. work; 1936 to date, with the Mclntyre
Porcupine Mines, mining, sampling and surveying.
References: A. Jackson, R. A. Low, H. Idsardi..
STAPLEY— WILFRED HENRY, of Halifax, N.S. Born at Saskatoon, Sask.;
Nov. 30th, 1914; Educ: B.Eng. (Mech.), Univ. of Sask., 1937. 1935-36 (summers),
attached to R.C.C.S., as 2nd Lieut.; 1937, attached to R.C.A.F. for training as a
pilot. Qualified aB pilot, May, 1938; promoted to Flying Officer, July, 1938; at pre-
sent, Flying Officer, No. 5 (B.R.) Squadron, Halifax, N.S.
References: C. J. Mackenzie, I. M. Fraser, D. Ross.
THOMPSON— JAMES IRVING, of Lynden, Ont. Born at Lynden, June 2nd,
1918; Educ: B.A.Sc. Univ. of Toronto, 1939; 1936-37 (summers), rodman, chain-
man, Ontario Dept. of Highways; June, 1939 to date, hydrographer (temporary),
Hydrographie Service, Dom. Govt., Ottawa, Ont.
References: C. R. Young, R. F. Legget, W. J. Smither, J. L. Foreman, R. E.
Hanson.
THE ENGINEERING JOURNAL February, 1940
103
FOR TRANSFER FROM THE CLASS OF ASSOCIATE MEMBER TO THAT
OF MEMBER
ARMSTRONG— JOHN EDWIN, of Montreal, Que. Born at Peoria, 111., Sept.
29th, 1886; Educ: CE., Cornell Univ., 1908; 1908-12, asst. on engrg. corps., Penn-
sylvania lines west of Pittsburgh; 1912-28, asst. engr., chief engr's. office; 1928-38,
asst. chief engr., and 1939 to date, chief engr., C.P.R., Montreal, Que. (A.M. 1917).
References: J. M. R. Fairbairn, P. B. Motley, A. R. Ketterson, R. B. Jones, F.
Newell, L. A. Wright.
FOR TRANSFER FROM THE CLASS OF STUDENT
DESCOTEAUX— PAUL R., of Cap de la Madeleine, Que. Born at Montreal,
Aug. 18th, 1912; Educ: B.A.Sc, CE., Ecole Polytechnique, Montreal, 1934. R.P.E.
of Que.; 1932-34 (summers), mining surveys; 1934 (Oct.-Dec), road survey; 1935-37,
town engr., Rouyn, Que.; 1937-38, asst. divn. engr., and 1938 to date, divn. engr.,
Quebec Roads Department. (St. 1934).
References: P. G. Gauthier, A. Frigon, S. A. Baulne, A. O. Dufresne, F. J. Leduc,
E. Gohier, J. P. Chapleau.
DUNCAN— JOHN DANIEL, of Milton, Ont. Born at Aberdeen, Scotland,
August 20th, 1906: Educ.: B.A.Sc, Univ. of B.C., 1928. R.P.E. of Ont.; 1924-25,
electrician, Granby Cons. Mining & Smelting Co. Ltd.; 1928-29, test dept., and
1929-39, application of engrg, motors and control, material handling equipment,
mine hoists, etc., preparation of estimates, apparatus sales dept., Can. Gen. Elec.
Co. Ltd., Toronto; at present Lieut., 1st Corps Signals, R. C. Signals, C.A.S.F.
(St. 1928).
References: W. E. Ross, D. L. McLaren, A. B. Gates, W. L. Laurie.
ELLIOTT — JOHN COURTENAY, of Leamington, Ont. Born at Shawville,
Que., May 18th, 1910; Educ: B.Sc, Queen's Univ., 1934; 1934-35, junior engr., and
1935 to date, new business representative, responsible for approval of design — sale
and installn. of natural gas domestic heating, The Dominion Natural Gas Co. Ltd.
(St. 1934).
References: A. Macphail, W. P. Wilgar, R. A. Low, D. S. Ellis, L. M. Arkley.
HAWKEY— BERTRAM JACKSON, of Fernie, B.C. Born at Calgary, Alta.,
Jan. 31st, 1906; Educ: B.Sc. (Elec), Univ. of Alta., 1936; 1926-35, electrn. with
East Kootenay Power Co. Ltd., Fernie, B.C.; 1936-37, test course, C.G.E., Peter-
borough and Toronto; 1937 to date, private practice as consltg. engr., work incl.
design and constrn. of an air conditioning system for theatre in Fernie; also designed
and remodelled the interior and front of the same theatre, incl. an up to date lighting
system. (St. 1936).
References: M. L. Wade, G. E. Elkington, H. J. MacLeod, W. E. CorniBh, W. M.
Cruthers.
HOLLAND— TREVOR, of 575 Walpole Ave., Town of Mount Royal, Que.,
Born at Montreal, Oct. 27th, 1908; Educ: B.Eng., McGill Univ., 1932; 1929-30-31
(summers), Flying Training Course, R.C.A.F., Camp Borden; with Brandram-
Henderson Ltd., Montreal, as follows: 1933-38, plant engr., and 1938 to date, vice-
president in charge of all mechanical detail, plants, and operations for all divisions.
(St. 1929).
References: D. G. Anglin, G. M. Wynn, F. A. Combe, C. M. McKergow, R.
DeL. French, E. Brown.
MacGIBBON— JAMES ALEXANDER, of 3671 Jeanne Mance St., Montreal,
Que. Born at Brownsburg, Que., Nov. 3rd, 1910; Educ: B.Eng. (Mech.), McGill
Univ., 1937; with Canadian Industries Limited as follows: 1928-30, asst., metallur-
gical lab., 1932-34, asst., "Bedaux" piece work rate system, 1931, 1935-36, experi-
mental work in metallurgical and ballistic labs., June, 1937, to date, dftsman.,
engrg. dept., Montreal. (St. 1937).
References: E. B. Jubien, H. B. Hanna, M. S. Macgillivray, I. R. Tait, A. B.
McEwen.
POULIOT— PAUL LOUIS, of 128 St. Ann St., Quebec, Que. Born at Artha-
baska, Que., Oct. 2nd, 1912; Educ: B.A.Sc, CE., Ecole Polytechnique, Montreal,
1937; 1938 to date, ap'tice, Shawinigan Water & Power Company, 6 mos., meter
shop, Montreal, 1 year, Shawinigan Falls power house, 1 year, engrg. dept., Quebec
Power Co., (St. 1936).
References: R. B. McDunnough, E. D. Gray-Donald, R. Dupuis, J. Saint Jacques,
G. H. Cartwright, C. B. Reid.
ROSS— THOMAS W., of Dalhousie, N.B. Born at Hawkesbury, Ont., Mar. 2nd,
1911; Educ: B.Eng. (Mech.), McGill Univ., 1935; 1931-32, lab. asst., G. J. Manson,
Hawkesbury; 1932-33, lab. asst., Forest Products Labs, of Canada, Montreal; 1936
to date, dftsman., New Brunswick International Paper Co., Dalhousie, N.B. (St.
1935).
References: L. Sterns, A. H. Chisholm, C. H. Champion, K. S. LeBaron, C. M.
McKergow, A. R. Roberts.
SCHOFIELD— ROBERT JOHN GRAHAM, of 5 Rockwood Place, Hamilton,
Ont. Born at Winnipeg, Man., May 25th, 1912; Educ: B.Eng. (Chem.), McGill
Univ., 1935; 1935-36, operator, Brunner Mond Canada, AmherBtburg, Ont.; 1936-38,
chemist, Canadian Cottons Ltd., Milltown, N.B., at present, chemist and asst.
dyer, Canadian Cottons Ltd., Hamilton, Ont. (St. 1935).
References: W. A. T. Gilmour, A. R. Hannaford, J. R. Dunbar, H. A. Lumsden,
A. Love.
NATIONAL RESEARCH COUNCIL ADAPTS ITS
PROGRAMME TO WAR NEEDS
The National Research Council is on a war footing. It is working in
close co-operation with the Department of National Defence and the
War Supply Board. During the absence of General McNaughton on
military service, Dean C. J. Mackenzie of the University of Saskat-
chewan is Acting President. The Council has received offers of labora-
tory facilities and staff for war work from most of the universities and
from several large industrial laboratories. It is the purpose of the
Council, in the prosecution of war research referred to it, to make the
greatest possible use of existing facilities in various centres throughout
the Dominion and to utilize the services of organized teams of research
workers wherever possible.
Many investigations bearing on war problems are in progress in the
laboratories. Tests are being made on textiles of all kinds for military
purposes; studies are being directed towards the development of paints
tor the detection of poison gases; gas mask equipment is being exam-
ined; the value of proposed inventions is being appraised, and in
practically every laboratory at least some of the work has a bearing on
the war.
For convenience, this review of the Council's work in 1939 is
restricted to notes on work in the mechanical engineering and the
physics and electrical engineering divisions.
Division of Mechanical Engineering
Wind tunnel tests to determine the effectiveness of wing flaps
installed on certain aircraft have indicated that the landing speeds
would be decreased by the use of the flaps on land planes and to a
greater extent on seaplanes.
With the advent in Canada of high speed military aircraft which
may have to be operated on skis during the winter months a new ski
has been produced which is suitable for use on all types of civil and
military aircraft, and supersedes the earlier streamlined ski developed
in the laboratories.
Research on the snow performance of aircraft skis was continued at
Sioux Lookout, Ontario, where the temperatures in winter are lower
and the snow conditions different from those at Ottawa. From data
obtained in these tests aircraft skis have been designed which have low
sliding resistance, low tendency to "freeze in" and high resistance to wear.
A model of the proposed horizontal wind tunnel for the new Aero-
dynamic Laboratory was built and tested with a view to improvements
in design. This model was built large enough to be of use as a small
wind tunnel.
Investigations into the possibility of explosions in automobile
service stations through the ignition of oil mist produced by spring-
spraying operations showed that the minimum concentration of
spring-spraying oil needed to produce an explosion was much in excess
of the maximum concentration of oil measured in the mist produced by
actual spring-spraying operations.
A new flume has been designed and constructed for use in hydraulic
structure design. It is intended to contain models of dam spillways,
sluice gates and similar structures, of a size sufficient to render the
results free from scale effect. A new basin is being designed for ship
model work. It will be 600 feet long, 25 feet wide and 10 feet deep and
will have separate towing equipment for high speed work.
Safety and regularity are the watchwords of modern air transport.
The National Research Council maintains a laboratory for testing
aircraft dashboard instruments.
Division of Physics and Electrical Engineering
In the Division of Physics and Electrical Engineering work includes
investigations on general physics problems and in such specialized
fields as acoustics, electrical engineering, heat, metrology, optics,
radium and X-rays, and ultrasonics.
Defrosting of aircraft propellers is very important when aircraft are
flying in moist air at freezing temperatures. Experiments are in hand
on the heating electrically of the leading edge of propeller blades.
Equipment has also been developed to study vibrations in aircraft
while in flight.
Studies have been carried out in the attenuation of sound in fined
ducts, and to check predictions based on new theories. The internal
state of metals has been studied to determine the progress of fatigue.
The Council has installed a one-half million volt transformer, a one-
million volt impulse generator to simulate the effects of natural
lightning, and a cathode ray oscillograph to study high speed tran-
sients, such as those caused by lightning discharges. Development of a
voltage regulator of the electronic type which would be cheaper in
first cost than those heretofore on the market and which would give a
closer voltage regulation has been undertaken.
The thermal conductivity of some Canadian limestones and dolomites
has been measured at temperatures ranging from 250° F. to 600° F.
Some work has been done on a laboratory model to gain information
in regard to heating of refrigerator cars by the several systems of
piping used in connection with underslung heaters.
An extensive series of tests has been made on heat transfer through
fabrics worn by women indoors in order to get a comparison of these
with those worn by men. The results indicate that wearing a dress made
of jersey material (knitted dress) along with certain other clothing a
woman can be just as warmly clothed as a man. A "heavy" silk stock-
ing is found to give extremely little protection against cold and con-
trasts severely with the trouser leg and air space which surrounds a
man's calf. Some experiments have been made on the heat transfer
through blankets in connection with studies of ground-sheets for troops.
Diffusion coefficients of various types of building papers are being
determined and shortly will be made available.
A new projector for the transfer of data from air photographs to
maps has been designed. An auxiliary camera has been built for use
with the present standard aircraft instrument camera to record instru-
ment readings on film. The new camera is quite small and can be
placed in any convenient location in the aircraft.
To certify gauges for checking tools, optical methods are employed.
With the advent of the war, this work became especially valuable,
as one of the first and most important requirements in munitions
supply is the provision of accurate standard gauges.
An artificial source of fight which is constant in colour and intensity
has been developed and a small room has been equipped in the optics
laboratory with this correct form of artificial illumination for grading
by colour.
Numerous castings, welds, and forgings have been inspected by
X-ray and radium gamma ray methods. The laboratories have also
assisted the aircraft industry by the development of uniform methods
for the X-ray inspection of aircraft castings and in organizing such
inspection in Canada. The equipment used for the testing of clinical
X-ray dosemeters is being extended to meet requirements resulting
from the recent adoption of higher electrical potentials for the opera-
tion of therapeutic X-ray apparatus in some of the Canadian cancer
institutions.
104
February, 1940 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
THE JOURNAL OF THE ENGINEERING INSTITUTE OF CANADA
VOLUME 23
MARCH 1940
NUMBER 3
PUBLISHED MONTHLY BY
THE ENGINEERING INSTITUTE
OF CANADA
2050 MANSFIELD STREET - MONTREAL
L. AUSTIN WRIGHT, a.m.e.i.c.
Editor
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Advertising Manager
PUBLICATION COMMITTEE
C. K. McLEOD, a.m.e.i.c, Chairman
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Price 50 cents a copy, $3.00 a year, in Canada,
British Possessions, United States and Mexico.
$4.50 a year in Foreign Countries. To members
and Affiliates, 25 cents a copy, $2.00 a year.
— Entered at the Post Office, Montreal, as
Second Class Matter.
THE INSTITUTE as a body is not responsible
either for the statements made or for the
•pinions expressed in the following pages.
CONTENTS
OUR RESPONSIBILITIES
Dr. T. H. Hogg, M.E.I.C 107
CANADIAN HIGHWAY CONTROL AND SAFETY
Angus D. Campbell, M.E.I.C 109
THE ECONOMIC IMPACT OF THE WAR
Dr. F. Cyril James 113
ABSTRACTS OF CURRENT LITERATURE 115
THE FIFTY-FOURTH ANNUAL GENERAL MEETING .... 118
Adjourned General Meeting .........
Awards of Medals and Prizes ........
Report of Finance Committee ........
Reports of Committees ..........
Amendments to the By-Laws ........
New Business ...........
Election of Officers ...........
Council Meeting ...........
Technical Sessions ...........
The Luncheons ...........
The Banquet ............
The President's Dinner ..........
The Ladies ............
EDITORIAL 126
Lord Tweedsmuir — In Memoriam .......
Corporate Membership Classification .......
Report of Committee on Western Water Problems ....
The First Engineer in Halifax ........
Discussions on Annual Meeting Papers ......
Dr. Thomas H. Hogg (A Biography) .......
Address of the Retiring President .......
Meetings of Council ..........
Newly Elected Officers of the Institute ......
Institute Prize Winners .........
Elections and Transfers .........
PERSONALS 137
Obituaries ............
BRANCH NEWS 139
LIBRARY NOTES : .... 144
EMPLOYMENT SERVICE 145
PRELIMINARY NOTICE 146
INDUSTRIAL NEWS 148
THE ENGINEERING INSTITUTE OF CANADA
MEMBERS OF COUNCIL
*P. M. SAUDER, Lethbridge, Alta.
tJ. CLARK KEITH, Windsor, Ont.
G. J. DESBARATS, Ottawa, Ont.
tG. P. F. BOESE, Calgary, Alta.
*W. F. M. BRYCE, Ottawa, Ont.
tl. W. BUCKLEY, Sydney, N.S.
*J. L. BUSFIELD, Montreal, Que.
tJ. M. CAMPBELL, Lethbridge, Alta.
tA. L. CARRUTHERS, Victoria, B.C.
•P. E. DONCASTER, Fort William, Ont
*R. H. FINDLAY, Montreal, Que.
tA. B. GATES, Peterborough, Ont.
*L. F. GRANT, Kingston, Ont.
ÎJ. G. HALL, Montreal, Que.
TREASURER
deGASPE BEAUBIEN, Montreal, Que.
PRESIDENT
T. H. HOGG, Toronto, Ont.
VICE-PRESIDENTS
tMcNEELY DuBOSE, Arvida, Que.
PAST-PRESIDENTS
J. B. CHALLIES, Montreal, Que.
COUNCILLORS
*S. HOGG, Saint John, N.B.
*T. H. JENKINS, Windsor, Ont.
*A. C. JOHNSTON, Arvida, Que.
tJ. L. LANG, Sault Ste. Marie, Ont.
tA. LARIVIERE, Quebec, Que.
*A. P. LINTON, Regina, Sask.
•I. P. MACNAB, Halifax, N.S.
fW. R. MANOCK, Fort Erie North, Ont
tH. MASSUE, Montreal, Que.
*W. R. MOUNT, Edmonton, Alta.
tW. L. McFAUL, Hamilton, Ont.
GENERAL SECRETARY
L. AUSTIN WRIGHT, Montreal, Que.
*F. NEWELL, Montreal, Que
tW S. WILSON, Sydney, N.S.
H. W. McKIEL, Sackville, N.B.
JC. K. McLEOD, Montreal, Que.
tJ. H. PARKIN, Ottawa, Ont.
tB. R. PERRY, Montreal, Que.
*J. ROBERTSON, Vancouver, B.C.
*A. U. SANDERSON, Toronto, Ont.
tC. E. SISSON, Toronto, Ont.
tG. E. SMITH, Moncton, N.B.
tA. J. TAUNTON, Winnipeg, Man.
*J. A. VANCE, Woodstock, Ont.
*E. B. WARDLE, Grand'Mere, Que.
*For 1940. tFor 1940-41. JFor 1940-41-42.
SECRETARY-EMERITUS
R. J. DURLEY, Montreal, Que.
FINANCE
F. NEWELL, Chairman
J. E. ARMSTRONG
deG. BEAUBIEN
G. A. GAHERTY
J. A. McCRORY
STANDING COMMITTEES
LEGISLATION
J. CLARK KEITH, Chairman
I. C. BARLTROP
I. P. MacNAB
PAPERS
J. A. VANCE, Chairman.
LIBRARY AND HOUSE
BRIAN R. PERRY, Chairman
G. M. PITTS
E. A. RYAN
G. A. WALLACE
R. A. YAPP
PUBLICATION
C. K. McLEOD, Chairman
R. DeL. FRENCH, Vice-Chairman
J. C. DAY
R. E. MacAFEE
J. E. ST. LAURENT
SPECIAL COMMITTEES
BOARD OF EXAMINERS AND
EDUCATION
R. A. SPENCER, Chairman
I. M. FRASER
W. E. LOVELL
INTERNATIONAL RELATIONS
J. M. R. FAIRBAIRN, Chairman
J. B. CHALLIES, Vice-Chairman
WESTERN WATER PROBLEMS
G. A. GAHERTY, Chairman
C. H. ATTWOOD
C. CAMSELL
L. C. CHARLESWORTH
T. H. HOGG
O. O. LEFEBVRE
C. J. MACKENZIE
F. H. PETERS
S. G. PORTER
J. M. WARDLE
RADIO BROADCASTING
G. McL. PITTS, Chairman
DETERIORATION OF CONCRETE
STRUCTURES
R. B. YOUNG, Chairman
E. VIENS, Vice-Chairman
G. P. F. BOESE
C. L. CATE
A. G. FLEMING
W. G. GLIDDON
O. 0. LEFEBVRE
J. A. McCRORY
C. J. MACKENZIE
J. H. McKINNEY
R. M. SMITH
MEMBERSHIP
K. O. WHYTE. Chairman
PROFESSIONAL INTERESTS
J. B. CHALLIES, Chairman
O. O. LEFEBVRE, Vice-Chairman
G. A. GAHERTY
H. W. McKIEL
F. NEWELL
C. E. SISSON
THE YOUNG ENGINEER
H. F. BENNETT, Chairman
JACQUES BENOIT
E. V. BUCHANAN
D. S. ELLIS
J. N. FINLAYSON
C. A. FOWLER
R DeL. FRENCH
R. E HEARTZ
R F. LEGGET
A P. LINTON
A. E. MACDONALD
H. J. McLEAN
R. M. SMITH
F L. WEST
LIST OF INSTITUTE PRIZES
Sir John Kennedy Prize. . Gold medal For outstanding merit or note- Leonard Prize
worthy contribution to sci-
ence of engineering, or to
benefit of the Institute.
Past-Presidents' Prize. . .$100 caBh For a paper on a topic selected
„, „ . by Council. Students and Juniors. .
Duggan Prize Medal and cash to
value of $100. .. .For paper on constructional
engineering involving the use
of metals for structural or . . .
mechanical purposes. University Students...
Gzowski Prize Gold medal For a paper contributing to
the literature of the profes-
sion of civil engineering.
PI il m mer Prize Gold medal For a paper on chemical and
metallurgical subjects.
.Gold medal For a paper on a mining sub-
ject, open to members of the
Canadian Institute of Min-
ing and Metallurgy as well
as The Engineering Institute.
.Books to the value
of $25 (5 prizes). .For papers on any subject pre-
sented by Student or Junior
members.
.$25 in cash (11
prizes) For the third year student in
each college, making the best
showing m college work
and activities in student or
local branch of engineering
society.
106
March, 1940 THE ENGINEERING JOURNAL
THE ENGINEERING JOURNAL
VOLUME 23
MARCH 1940
NUMBER 3
"To facilitate the acquirement and interchange of professional knowledge
among its members, to promote their professional interests, to encourage
original research, to develop and maintain high standards in the engineering
profession and to enhance the usefulness of the profession to the public."
OUR RESPONSIBILITIES
1am fully conscious of the magnitude of the responsibilities which fall upon me
as President of The Engineering Institute of Canada. Some of these responsibilities
I must carry to the best of my ability, some I can delegate to others, but the
paramount responsibility of guiding the efforts of the Institute in making its best
contribution towards the successful prosecution of the war, I must share with
every member.
Canada is facing a very critical year. Her best and unstinted contribution to
this war for the preservation of democracy is essential. Any failure on her part
might mean calamity. I, therefore, bespeak the fullest support from every Institute
member — both in his individual war effort and in the co-operative effort he can
contribute for the common good.
Nicholas Murray Butler once said that "The future of the world is bound up
with the hope of a true democracy that builds itself upon liberty . . . False
democracy shouts, 'Every man down to the level of the average.' True democracy
cries, 'All men up to the heights of their fullest capacity for service and achieve-
ment.'" Let us all remember, therefore, that while we are fighting for democracy
we should also endeavour to build a true democracy in this Dominion.
Many of us, busy in our daily labours, may give little thought to our higher
responsibilities as engineers. But we would all do well to recall the obligation we
undertook in the ceremony of the ring — The Ritual of the Calling of an Engineer:
"MY TIME I will not refuse; MY THOUGHT I will not grudge; MY CARE
I will not deny towards the honour, use, stability and perfection of any works to
which I may be called to set my hand."
Our responsibilities as engineers and subjects of a nation which is founded upon
the principles of a true democracy, are not only technical, but moral. Our technical
training in accuracy and logic well equips us to make a great contribution to
society; to offer that impersonal, unprejudiced viewpoint and judgement so essential
to-day for strengthening our democratic economic structure. Becaus^ of this
responsibility, therefore, let us all endeavour to apply our technical training to
our moral life — and take great care in the accuracy of our spoken and written word.
}ytf±*Tc
President.
THE ENGINEERING JOURNAL March, 1940
107
THE ENGINEERING INSTITUTE OF CANADA
OFFICERS OF BRANCHES
BORDER CITIES
Chairman, J. F. BRIDGE
Vice-Chair., GEO. E. MEDLAR
Executive, W. D. DONNELLY
E. M. KREBSER
F. J. POLLOCK
(Ex-Officio), BOYD CANDLISH
T. H. JENKINS
J. CLARK KEITH
Sec.-Treas., H. L. JOHNSTON
1334 Victoria Avenue
Windsor, Ont.
CALGARY
Chairman, S. G. COULTIS
Vice-Chair., JAS. McMILLAN
Executive, J. B. deHART J. R. WOOD
G. H. PATRICK
(Ex-Officio), G. P. F. BOESE H. J. McLEAN
E. W. BOWNESS
Sec.-Treas., F. J. HEUPERMAN,
215-6th Ave. West;
Calgary, Alta.
CAPE BRETON
Chairman, J. A. MaeLEOD
Executive, C. M. ANSON
S. G. NAISH
(Ex-Officio), I. W. BUCKLEY
W. S. WILSON
Sec.-Treas., S. C. MIFFLEN,
60 Whitney Ave., Sydney, N.S.
EDMONTON
M. F. COSSITT
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio)
C. E. GARNETT
E. NELSON
D. A. HANSEN A. M. ALLEN
E. L. SMITH W. W. PRESTON
J. W. PORl'EOUS
W. R. MOUNT P. M.SAUDER
W. E. CORNISH
Sec.-Treas., B. W. PITFIELD.
Northwestern Utilities Limited,
10124-104th Street,
Edmonton, Alta.
HALIFAX
Chairman,
Executive,
(Ex-Officio)
Sec.-Treas.,
CHARLES SCRYMGEOUR
S. L. FULTZ G. F. BENNETT
P. A. LOVETT F. C. WIGHTMAN
A. B. BLANCHARD
I. P. MacNAB
A. D. NICKERSON
L. C. YOUNG,
365 Morris Street Ext.,
Halifax, N.S.
ALEXANDER LOVE
W. A. T. GILMOUR
C. H. HUTTON N. WAGNER
S. SHUPE T. S. GLOVER
J. R. DUNBAR
W. L. McFAUL
A. R. HANNAFORD
354 Herkimer Street,
Hamilton, Ont.
HAMILTON
Chairman,
Vice-Chair.,
Executive,
(Ex-Officio),
Sec.-Treas.,
KINGSTON
Chairman, G. G. M. CARR-HARRIS
Vice-Chair., P. ROY
Executive V. R. DAVIES M. W. HUGGINS
K. H. McKIBBON
(Ex-Officio), H. W. HARKNESS
L. F. GRANT
Sec.-Treas., J. B. BATY,
Queen's University, Kingston,
Ont.
LAKEHEAD
M. FLEMING
G. O'LEARY
BOYD J. R. MATHIESON
A. CULPEPER S. E. FLOOK
OLSSON W. H. BIRD
A. KELLY A. T. HURTER
L. GOODALL
E. DONCASTER
OS,
423 Rita St., Port Arthur, Ont.
Chairman, A. J. BRANCH
Vice-Chair., G. S. BROWN
Executive J.M.CAMPBELL N.H.BRADLEY
C. S. DONALDSON J. HAÏMES
(Ex-Officio), R. F. P. BOWMAN
G. S. BROWN
Ste.-Trtas., E. A. LAWRENCE
207 -7th St. S.. Lethbridge, Alta.
Chairman,
J.
Vice-Chair.
H.
Executive,
D.
B.
H.
E.
(Ex-Officio)
E.
P.
Sec.-Treas.,
H.
LETHBRIDGE
LONDON
Chairman, H. F. BENNETT
Vice-Chair., W. E. ANDREWES
Executive, F. C. BALL V. A McKILLOP
J. P. CARRIERE J. R. ROSTRON
J. FERGUSON
(Ex-Officio), J. A. VANCE
Sec.-Treas., D. S. SCRYMGEOUR
London Structural Steel Co. Ltd.,
London, Ont.
MONCTON
Chairman,
Vice-Chair.
Executive,
(Ex-Officio)
Sec.-Treas.,
F. O. CONDON
J. PULLAR
G. L. DICKSON
R. H. EMMERSON A. S. GUNN
C. S. G. ROGERS G. E. SMITH
H. W. McKIEL
V. C. BLACKETT
Engrg. Dept., C.N.R., Moncton, N.B.
MONTREAL
Chairman, H. J. VENNES
Vice-Chair., R. E. HEARTZ
Executive, G. J. CHENEVERT E. V. GAGE
R. S. EADIE I. S. PATTERSON
G. McL. PITTS P. E. POITRAS
(Ex-Officio), J. B. CHALLIES H. MASSUE
J. L. BUSFIELD C. K. McLEOD
R. H. FINDLAY F. NEWELL
J. G. HALL B. R. PERRY
E. R. SMALLHORN
Sec.-Treas., L. A. DUCHASTEL,
40 Kelvin Avenue,
Outremont, Que.
NIAGARA PENINSULA
Chairman,
Vice-Chair.,
Executive,
C. G. CLINE
L. McPHAIL
[. C. STREET
C. G. MOON
a. w. f. McQueen
C. H. McL. BURNS
H. G. ACRES
M. H. JONES A
L. J. RUSSELL
G. F. VOLLMER
(Ex-Officio), W. R. MANOCK
Sec.-Treas., GEO. E. GRIFFITHS,
Box 385, Thorold, Ont
OTTAWA
Chairman, W. H. MUNRO
Executive, N. MARR H. V. ANDERSON
W. L. SAUNDERS J. H. IRVINE
W. H. NORRISH
(Ex-Officio), G. J. DESBARATS J. H. PARKIN
W. F. M. BRYCE
Sec.-Treas., R. K. ODELL,
Dept. of Mines and Resources,
Ottawa, Ont
PETERBOROUGH
Chairman, B. I. BURGESS
Executive, I. F. McRAE J. CAMERON
R. L. DOBBIN V. R. CURRIE
(Ex-Officio) W. T. FANJOY
A. B. GATES
Sec.-Treas., A. L. MALBY.
303 Rubidge St.,
Peterborough, Ont.
QLEBEC
Chairman, PHILIPPE MÉTHÉ
V ice-Chair. ,L. C. DUPUIS
Executive J. G. O'DONNELL T. M. DECHENE
M. BOURGET A. LAFRAMBOISE
L. MARTIN A. O. DUFRÊSNE
A. R. DÉCARY (Honorary)
(Ex-Officio), H. CIMON R. B. McDUNNOUGH
A. LARIVIÈRE J. ST-JACQUES
Sec.-Treas., PAUL VINCENT
Department of Colonization, Room
263-A Parliament Buildings, Quebec,
Que.
SAGUENAY
Chairman, ADAM CUNNINGHAM
Vice-Chair., J. W. WARD
Executive, CHAS. MILLER G. E. LaMOTHE
W. P. C. LEBOUTILLIER
G. F. LAYNE
(Ex-Officio), A. C. JOHNSTON
M. G. SAUNDERS McN. DuBOSE
Sec.-Treas., K. A. BOOTH
c/o Price Bros. <fe Co.,
Kenogami, Que.
SAINT JOHN
Chairman, H. F. MORRISEY
Vice-Chair., J. P. MOONEY
Executive. G. G. MURDOCH
G. N. HATFIELD D. R. SMITH
(Ex-Officio) W. H. BLAKE
S. HOGG F. A. PATRIQUEN
Sec.-Treas., F. L. BLACK
N.B. Electric Power Comm.,
P.O. Box 820, Saint John, N.B.
ST. MAURICE VALLEY
Chairman, F. W. BRADSHAW
Vice-Chair., C. H. CHAMPION
Executive, N. J. A. VERMETTE H.G.TIMMIS
W. B. SCOTT
H. O. KEAY
E. B. WARDLE
A. H. HEATLEY
L. B. STIRLING
J. H. FREGEAU
K. S. LkBARON
(Ex-Officio), H. J. WARD
Sec.-Treas., V. JEPSEN,
Cons. Paper Corp. Ltd.,
Grand'Mère, Que.
SASKATCHEWAN
Chairman, L M. FRASER
Vice-Chair., P. C. PERRY
Executive, R. J. FYFE R. W. ALLEN
J.McD.PATTON S.R.MUIRHEAD
J.W.D.FARRELL R.A.McLELLAN
A. M. MACGILLIVRAY
Ex-Officio, A. P. LINTON
Sec.-Treas., J. J. WHITE
City Hall, Regina, Sask.
SAULT STE. MARIE
Chairman, H. J. LEITCH
Vice-Chair., E. M. MacQUARRIE
Executive, R. A. CAMPBELL N. C. COWIE
C.O.MADDOCK E.W.NEELANDS
(Ex-Officio), 3. L. LANG
A. E. PICKERING
Sec.-Treas. O. A. EVANS,
178 Albert St. E.,
Sault Ste. Marie, Ont.
TORONTO
Chairman,
Vice-Chair
Executive,
A. E. BERRY
N. MacNICOL
H. E. BRANDON
W. S. WILSON
A. O. WOLFF
W. E. P. DUNCAN
G. H. ROGERS
M. BARRY WATSON
(Ex-Officio), A. U. SANDERSON
C E. SISSON
Sec.-Treas., J. J. SPENCE,
Engineering Bldg.,
University of Toronto,
Toronto, Ont.
VANCOUVER
Chairman, C. E. WEBB
Vice-Chair., W. O. SCOTT
Executive, T. PRICE MAJOR J. R. GRANT
W. N. KELLY P. B. STROYAN
P. H. BUCHAN C. A. DAVIDSON
(Ex-Officio), ERNEST SMITH
JAS. ROBERTSON
Sec.-Treas., T. V. BERRY,
3007-36th Ave. W.,
Vancouver, B.C.
VICTORIA
Chairman, E. W. IZARD
Vice-Chair. G. M. IRWIN
Executive, E. DAVIS A. L. CARRUTHERS
A. S. G. MUSGRAVE
R. C. FARROW J. N. ANDERSON
Sec.-Treas., K. REID,
1336 Carnsew Street,
Victoria, B.C.
WINNIPEG
Chairman, J. W. SANGER
Vice-Chair., H. L. BRIGGS
Executive, D. N. SHARPE
V. MICHIE
G. C. DAVIS
V. H. PATRIARCHE
J. T. ROSE
(Ex-Officio), W. D. HURST
A. J. TAUNTON
Sec.-Treas., J. HOOGSTRATEN,
University of Manitoba,
Fort Garry, Man.
108
March, 1940 THE ENGINEERING JOURNAL
CANADIAN HIGHWAY CONTROL AND SAFETY
ANGUS D. CAMPBELL, m.e.i.c.
Manager, Omega Gold Mines Limited, Larder Lake, Ont., Safety Engineer, Mclntyre Porcupine Mines Limited, Schumacher, Ont.
Paper presented before the General Professional Meeting of The Engineering Institute of Canada at Toronto, Ont.,
February 9th, 1940
Motor vehicle accidents in Canada in 1939 killed some
1,500 people and maimed probably 100,000 others. This is
over twice the fatality toll of occupational accidents in
Canada. The social and humanitarian aspects of this record
have shocked all classes of the community. Premiers and
cabinet ministers, various public officials, prominent citi-
zens, the pulpit and the press, have all deplored highway
accidents and warned against them. Despite all this, the
slaughter and its accompanying economic loss goes on.
Engineering Concern with Highway Safety
Highway safety is really an engineering problem. It is
thus a proper subject for The Engineering Institute of
Canada. One of the proudest boasts of the engineering
profession has been that its work is designed and executed
for stability and safety. One of the chief claims for legal
protection of the engineering profession is the safety of the
public. Nevertheless, although highways and motor vehicle
transportation are major engineering tasks, there is not
yet safety on the highways of Canada. Somewhere and
somehow, the engineers of Canada are falling down on this
big job. This statement is not an indictment of provincial
and municipal highway engineers. Each Canadian engineer
must share some part of the responsibility since "of him
to whom much has been given, much is expected." Every
CANADA— MOTOR VEHICLE STATISTICS— 1938
Province
Acci-
dents
Deaths
Re-
ported
In-
juries
Property
Damage
Department and
Official Reporting
British
Columbia
5,073
102
2,464
$525,654.58
The Commissioner,
Provincial Police,
Motor Vehicle
Branch
Alberta
70
(Esti-
mate)
Statistics not kept by
Public Works
Saskatch-
ewan
1,200
45
859
189,875.00
Provincial Taxation
Commission,
Director of Motor
Vehicle and Gaso-
line Revenue
Manitoba
2,892
78
1,587
167,868.00
Department of
Labour, The Acci-
dent Prevention
Branch
Ontario
13,715
640
11,683
1,747,875.00
Department of High-
ways, Motor Vehi-
cles Branch Acci-
dent and Statistical
Division
Quebec
9,568
402
5,764
Bureau of Provincial
Revenue,
Bureau of Statistics
New
Brunswick
1,040
55
578
Department of Public
Works,
Motor Vehicle Regis-
trar and Gasoline
Tax Auditor
Nova
Scotia
2,204
75
1,088
154,565.00
Department of High-
ways, Registrar of
Motor Vehicles
Prince Ed-
ward Isl'd
Royal Canadian
Mounted Police
Canadian engineer can help to make our highways safe,
and the Engineering Institute can lead in this important
work.
Human and Money Costs of Highway Accidents
Before considering how engineers can make Canada's
highways safer, let us review why these highways should
be made safer. The preceding statistics of accidents, fatali-
ties, and personal injuries, in our various provinces for the
year 1938 are enough to give anyone thought.
The foregoing statistics show only the number of com-
paratively serious injuries reported. If the same proportion
of approximately 100 disabling injuries to one fatal holds
good in highway accidents as in industry, then at least
150,000 persons were injured on Canadian highways in
1938. Even if the bald record of approximately 1,500 killed
and 150,000 injured on our highways in one year fails to
move us, the personal knowledge of individual highway
accidents with the resultant deaths, the suffering, temporary
or permanent, the shocks to the victims, as well as the
anxiety and sorrow of relatives, dependents and friends,
must surely convince each of us that highways should be
operated more safely.
If, on the other hand, the humanitarian aspects of the
problem are disregarded, and the engineering, economic
side alone is considered, even a brief review will convince
any engineer or other economist that Canadian highways
must be made safer. The full cost of highway accidents
cannot be known. The official provincial estimates of motor
vehicle property damage alone, are over $3,000,000 per
year. If the money costs of the human injuries are calculated
on the same basis as compensation for industrial accidents
they reach a staggering sum. Under the Ontario Workmen's
Compensation system, which is similar to that of other
Canadian provinces, it costs $30,000 for the industrial
accidents which occur for every fatal accident. On this
basis, in 1938 the 1,500 Canadian motor vehicle deaths and
their accompanying permanent and non-permanent in-
juries, would require for medical aid and compensation, the
sum of $45,000,000. Enormous as such compensation and
medical costs would be, if paid, they are not the biggest
item in accident expense, since the indirect and uninsurable
costs are calculated 7 to be three or four times as large as
the direct costs of compensation and medical treatment.
Probably the greatest loss, but an incalculable one, is the
loss of use of Canadian highways due to the real and
justifiable fear of highway accidents. This becomes a larger
and more definite loss as Canada makes yearly increasing
highway expenditures, largely to attract tourists. These
expenditures, such as the $44,000,000 spent by Ontario for
the year ending March 31st, 1938, can only be justified by
increased revenue from tourists. As far back as 1930 it was
estimated 12 that United States citizens spent one billion
dollars a year in touring on this continent. Located as
Canada is, with Ontario as a wedge into the most populous
States, Canadian highways are travelled by millions of
United States tourists, and Canadian revenue from tourists
is estimated at $300,000,000 per year.
This year, with European travel impossible, with Canadian
money at a discount, and with the newer cars and highways
of the past two years revolutionizing the comfort and cost
of highway travel, our highways should be more attractive
than ever to United States tourists. This is fortunate, since
never was tourist revenue so vital to the economic life of
Canada as in her present war-effort. Now is the time to
reach out for tourist traffic and revenue.
THE ENGINEERING JOURNAL March, 1940
109
But until our highways are more safely controlled, the
full amount of possible tourist revenue and its important
accompanying international good-will cannot be obtained,
since tourists and those Canadians who hope that their
days may be long will continue to hesitate in making full
use of the open roads of this Dominion. On the other hand,
safe Canadian highways would not only bring peace of
mind and happiness to Canadian citizens, but their adver-
tising value would be worth millions of dollars in increased
tourist revenue.
The greatest present need in obtaining safe Canadian
highways is more of engineering approach and analysis and
direct engineering action.
Engineers and Highway Safety
Engineering is already doing much for highway safety
and has been chiefly responsible for checking motor vehicle
fatalities in Canada. Without the results of engineering
work, the appalling rise in highway fatalities up to the
year 1937 would not have been checked (and even reduced
in some of the provinces) as it has been.
Automotive engineering has made continuous improve-
ments in motor vehicles, which now perform reliably and
efficiently and are marvels of safety. In sound body con-
struction, improved tires, shatter-proof glass, improved
lighting, the elimination of projecting killing parts, and in
the general ability of motor cars to protect their occupants,
the automotive engineers have made wonderful contribu-
tions to highway safety.
In highway engineering proper, that is, in the design,
construction, and maintenance of streets and highways,
Canadian engineers are definitely working towards safety.
This is in spite of having one of the most widespread high-
way systems in the world, and our great difficulties of
terrain and climate.
Little has been written about this for the Institute.
Although there are many references to highway safety in
the published proceedings of the Canadian Good Roads
Conventions 1 and of the Road Superintendents' and En-
gineers' Conferences of Ontario 2 , it is found, upon enquiry,
that the only papers on safety printed in the Engineering
Journal in recent years are "Safety in Industry" 3 ; "En-
gineering Efficiency into the Highways" 4 ; and "Engineering
the Highways for Safety" 5 .
There was, too, a striking lack of definite reference to
safety in the Semicentennial Number of the Institute's
Journal of June, 1937, although the reviews of Canadian
engineering in that number do stress by inference the
fundamental safety of Canadian engineering design and
construction.
One reference to highway safety in that number is note-
worthy 6 . Professor C. R. Young says in his article on
"Bridge Building" that by the use of splash panels on bridges
built by the late A. B. Crealock at Belleville and Gait, it
was possible to prevent the splashing of pedestrians and
make it impossible for children to dart out on the roadway
from behind the hangers. This is a tribute to the practical
interest in safety of our departed friend, who did so much
in so many ways for engineering in Canada.
The theme of "Engineering the Highways for Safety"
was followed up in a splendid paper 5 by Mr. C. A. Robbins,
who describes the modern idea in highway construction as
exemplified by the four-lane highway being built east and
west from Toronto. This particular example of safety being
built into highways is one of the best in the world. Despite
this and smaller examples throughout Canada, we must
conclude with the author that "irrespective of the length
to which the engineer may go in designing the highway
from a safety standpoint, the final factor of safety rests
with the driver of the motor vehicle, and while engineers
who are constructing highways are faced with many
difficult problems, those who have the responsibility for
motor vehicle control are perhaps faced with problems more
difficult to solve."
The main problem of highway safety is stated there.
Highway design and construction for safety simply cannot
keep up to the growth of motor traffic. A pioneer Scotch
road-building engineer, John Loudon MacAdam, is said to
have enunciated the theory that "roads should be built to
suit the traffic and not traffic to suit the roads." As a
theory it is sound, but in this large Canada of ours, the
traffic must suit the roads for many years yet. This
involves highway control and operating safety, but who
has the responsibility for highway control ?
Engineers would appear to control the operating of our
highways. We have well organized Provincial Highway
Engineering Departments. The completeness of these, —
with chief engineers, assistants, specialty, district and
division engineers covering all districts and the whole
supplemented by road superintendents and engineers in
our cities, towns, counties and townships — will be an agree-
able surprise to investigating members of this Institute.
The complete engineering personnel of these departments
and municipalities is detailed in the February 22nd, 1939,
issue of the "Engineering and Contract Record." These
engineers are doing a marvellous work for Canada.
We have, however, extremes in highway control juris-
diction, with trans-Canada highways, provincial highways,
county, township, town and city roads, and many roads
that, like Topsy, have merely "growed up." Somewhere in
the maze of jurisdiction, engineering control is lost.
Despite the admirable work they are doing for Canada
in highway transportation, engineers in Canada do not
have the responsibility for the safe operating control of the
highways which they design, construct, and maintain. This
operating control is left chiefly to the police and the
coroners.
Examining the mechanics of actual highway control, we
find that those chiefly concerned with highway operation
of motor vehicles and highway safety are the Provincial
Registrars, who issue driving licenses and motor vehicle
permits, and who in some provinces are the gasoline tax
auditors. Only in New Brunswick, Nova Scotia and
Ontario, are these officers in the Highways or Works
Departments. Actual administration of the Highway Act,
and by inference of road operation, is in the hands of the
police who are under the Attorney-General's Department.
Accidents on highways, if the cause of personal injury
or property damage amounting to $50, must in most prov-
inces be reported to police officers who are supposed to
investigate and to send copies of their reports to the Pro-
vincial Registrar of Motor Vehicles. In addition, coroners
must send reports of inquests on highway accident victims
to the Registrar, who can then compile accident statistics.
The divisional or other highway engineers in most provinces
do not learn officially of accidents on their roads until they
are ancient history. Certainly they do not make it their
business to investigate these accidents. Responsibility and
authority in highway control are divided between the high-
way and the Attorney-General's Departments and engin-
eering seems to keep out of it. The statistical branches of
the Registrars of motor vehicles and gasoline revenue
collectors, and in Manitoba of an Accident Prevention
Branch of the Department of Labour, record in their reports
earnest attempts at highway accident prevention. For
example, the report of the Ontario Vehicles Branch for
1937 records: "The year 1937 saw a tragic toll recorded
with the number of accidents and victims reaching a new
high; a result which might have been foreseen, perhaps, in
view of the heavy increases in traffic volume. To meet the
alarming situation, an advertising campaign using a 'horror'
or 'fear' approach was employed with gratifying results
indicated during the last few months of the year."
In the author's opinion, this kind of approach reaches
only the habitant's warning conclusion, "You'll not get
drowned on Lac St. Pierre so long you stay on shore." So
you'll not get killed on the highways so long as you are
afraid to use them. Ontario's "horror" or "fear" campaign
110
March, 1940 THE ENGINEERING JOURNAL
was a desperate remedy for desperate circumstances. It is
now being followed up there and in other provinces by
other educational methods.
We engineers appear to accept very literally what are
called the "three E's of highway safety", namely, — engin-
eering, education, and enforcement, and stop at a very
narrow definition of the first "E". Such a casting off of
responsibility can only be done at a great loss of status to
the engineering profession and at a great loss to safety.
The effective approach to the safety problem is, in its
entirety, the engineering one, with engineering recogniz-
ing the interdependence of the human and mechanical
elements.
Engineers, having as they do, "a responsibility and
opportunity not given to the average man" 3 surely cannot
subscribe to the doctrine that it is sufficient for engineers
to do everything possible to raise the standard of highway
design to a point where, if accidents do happen, our con-
sciences are clear.
We know that "the final factor of safety rests with the
driver of the motor vehicle and that a road can be well
designed for safety and volume and yet can be made a
veritable death trap by the (uncontrolled) reckless or care-
less driver." 10 . Yet we cannot get clear of the highway
control and safety problem like the Irishman who threw
the axe into the fight and said, "Thank God my hands
are clear of it."
The writer strongly advocates, then, changes in our
remote dual control of highway operation. District, county
and municipal engineers must be allowed and encouraged
to get right to first-hand grips with the causes and details
of road accidents occurring in their areas. This would
insure :
First — A reasoned analysis of the safety problem with
continuous factual evaluation of the real causes of
accidents and their remedies.
Second — A continuous dealing with the mechanical or
physical elements of the car and the highway, and above
all, action — the prompt application of sound engineering
principles to the control of the human element, since as
Huxley so truly said, "the great end of life is not knowl-
edge but action."
All of the many agencies now working for highway safety
need and would welcome the aid of engineers. This would
be especially true of the police, who have a definite place
in engineering highway control for safety. If the police are
not soon given this engineering co-operation, Provincial and
Municipal Police Engineering Departments will have to be
set up.
Overburdened as some Provincial Police are with all
kinds of law enforcement, they often have to use their own
cars on highway patrol. Of such a patrol in one province,
a recent newspaper dispatch says: "It has been announced
by the attorney-general that it is proposed to separate the
Liquor Commission Police from the Provincial Police. It
was also stated that the custom of releasing most of the
provincial officers during the winter will be reverted to.
Under the previous administration, provincial traffic con-
stables were employed twelve months a year at a salary of
$100 a month. They will likely now be employed as under
an administration before, for eight months a year at $125
a month." 8
Engineers may well ask themselves how highway safety
can be obtained under "the three E system" where
Engineering stops at design and construction;
Education is the function of miscellaneous agencies
and secures its chief gains through the "fear" motive so
successfully used in the Toronto Star articles of Decem-
ber, 1939;
Enforcement is the starved child of revenue depart-
ments that begrudge salaries of even $125 per month for
twelve months a year.
Industrial Safety Engineering
In industry, safety engineering has had marvellous results
in accident prevention. Industrial management engineers,
assisted often by engineers definitely assigned to safety, and
often successfully by those without formal engineering
training, have cut the number of disabling accidents and
fatalities, and consequently have secured uninterrupted
production and profitable operation. Some instances of this
are: — In Canadian mining, considered a very dangerous
occupation, the number of fatal accidents per thousand
men employed in 1929 had been cut in half by 1939; one
northern Ontario mine with 800 men in 1926 had 430 lost-
time accidents, of which 200 resulted in lost-time of over
seven days each, the compensation term; in 1938, the same
mine, with 1,400 men employed, had only 81 lost-time
accidents, of which just 40 were compensation cases. Last
year 53 great DuPont factories went through the entire
year without a lost-time accident. "A reduction in accidents
from 65 per cent to 85 per cent when a safety programme
is installed in a factory is not unusual" 13 .
Highway Construction Engineering
As in industrial accident prevention, an engineering
approach is being made to actual safe highway operation
and accident prevention in an important field where indus-
try and government road operation join. That is in road
construction. In Ontario, road contractors on this work
pay $6 per $100 of payroll for workmen's compensation for
accidents. This is, of course, a cost of highways. That rate,
fixed by the actual cost of accidents on road construction,
is three times as high as that paid in the supposedly dan-
gerous work of mining. The members of the Ontario Road
Builders' Association are going to do something about this,
and have formed a Workmen's Compensation Accident
Prevention Association in their Class 21 u . It is a reasonable
assumption that they will cut their compensation rate by a
third, which will still leave it twice the mining rate. This
will save directly in compensation $150,000 a year, and
expenditures for safety on highway construction will be
abundantly justified. This will definitely affect safety on
the highways.
There appears no reason why governments and muni-
cipalities themselves should not take up organized road
construction and operating safety as a similar direct means
of saving the tax-payers' money 15 . There is no question
but that the humanitarian and social results would also
repay in votes.
Engineering Highway Control
Can engineers bring highway control safety efforts,
similar to those of industry, into the complex field of
government and police jurisdiction, and can the engineers
survive there ? The author believes they would thrive on
it and suggest that each Department of Highways appoint
one of its engineers as Director of Highway Safety under
the chief engineer of the department. This director would
have under him engineers assigned to safety work in each
Highway Division, who would work in close co-operation
with the divisional engineers. In addition, the employment
of safety engineers by large municipalities would be stimu-
lated. These highway safety engineers should be men
trained, or who will take the training 11 , in operating and
management problems rather than the type who specialize
in "cause work," since the latter tend to emphasize the
emotional side at the expense of sound economics. There is
an abundant literature on highway safety available to teach
these men 12 , and such safety engineers would earn their
salaries from the first day in facilitating safety work
amongst the Highway Department's, own employees, and
would in a short time pay handsome dividends to their
provinces in increased highway safety.
This is not too ambitious a highway safety programme,
yet it will not be obtained unless engineers go after it. It
is a programme, however, which may be obtained piece-
THE ENGINEERING JOURNAL March, 1940
111
meal. It is literally true that any municipality, county,
provincial division or province, can to a large extent deter-
mine its own highway accident rate. Safety is purchaseable.
Of this the City of Toronto is becoming an example. Despite
increasing traffic, the number of motor vehicle deaths in
1939 shows a decided drop as compared with the past
several years, as:
1934 88
1935 74
1936 80
1937
1938 80
1939 61
These results place Toronto high in the list of safe cities
in North America. While no one organization can take
credit for this, it is significant that one of our fellow en-
gineers, Mr. Tracy leMay, is in action in Toronto as traffic
engineer in an advisory position to the Council on safe
Traffic Control.
If any branch of this Institute, or any group of engineers
similar to the well-known Brantford group, will seriously
take up highway safety in their area, even though they may
have set-backs, good results are bound to be obtained. The
adventure is recommended to engineers.
Finally, engineering action for highway safety is needed
even before the expected influx of tourists in the coming
season. A start on it can be made through the only public
enquiries that are held into highway accidents, that is,
through coroners' inquests. It should be necessary for the
municipal or provincial divisional engineers or their en-
gineer representatives, to attend such inquests to give
expert and explanatory evidence as to how the fatal
accident occurred on the highway of which they had charge.
There would then be fewer alibis offered by the public on
the state of the road. After the first few inquests, the
engineers-in-charge would make it their business to know
what was happening on their highways. Arrangements
would very quickly be made by which the engineers would
learn at once, by wire or 'phone, of highway accidents, and
they or their assistants would be right on the job to investi-
gate. The engineering approach having thus been started
with the facts for presentation at the coroners' inquests,
engineering analysis would point the way to the needed or
effective remedy, whether local improvement in the high-
way, supervision of signs, the removal of an obstruction,
or better enforcement of the Traffic Act. Very soon highway
safety engineering would become the basis of, and dovetail
into, all the legal enforcement and educational phases of
highway accident prevention.
There are few departments of human activity in which
the engineering approach is not effective. Engineering, if
directly applied to highway control, can solve the problem
of highway safety. Safe Canadian highways may well
become highways of happiness for the Canadian people and
their friendly United States neighbours.
Safe Canadian highways can be a large factor in solving
Canada's war-time economic problems.
The "Sons of Martha" are called on to make our high-
ways "safer than the known way."
LIST OF REFERENCES
1 Proceedings of the Canadian Good Roads Convention, 1938. The
Canadian Engineer, September 13th, 1938.
2 Proceedings of the Ontario Road Superintendents' and Engineers'
Conferences. The Canadian Engineer, February 28th, 1938.
3 Safety in Industry, by R. B. Morley, General Manager, Industrial
Accident Prevention Association. The Engineering Journal, Nov-
ember, 1938.
4 Engineering Efficiency into the Highways, by Miller McClintock,
Ph.D., Director, Bureau for Street Traffic Research, Harvard
University. The Engineering Journal, March, 1938.
5 Engineering the Highways for Safety, by C. A. Robbins, B.Sc,
District Engineer, Toronto, Department of Public Highways,
Ontario. The Engineering Journal, March, 1938, with Discussion,
April, 1938.
6 Bridge Building, by C. R. Young, Professor of Civil Engineering,
University of Toronto. Semicentennial Number of The Engineering
Journal, June, 1937.
7 Studies by Mr. H. W. Heinrich of the Travelers' Insurance Company.
8 The Northern News, Kirkland Lake, December 21st, 1939.
9 Modern Highway Designs. The Canadian Engineer, March 1st, 1938.
10 Highway Design, by C. A. Robbins, District Engineer, Toronto.
Engineering and Contract Record, February 23rd, 1938.
11 Traffic Engineering Fellowships. The Engineering Journal, May,
1939.
12 Publicity as an Aid to Tourist Traffic, by Justice A. E. Arsenault,
Supreme Court, Prince Edward Island. The Canadian Engineer,
September 23rd, 1930.
13 (a) The Whole Job of Safety Engineering, by D. D. Fennell, Presi-
dent of the National Safety Council. National Safety News, Jan-
uary, 1938.
(b) Magazine. Public Safety.
(c) Motor Leagues. Safety Leagues.
14 Proceedings of the Ontario Road Builders' Association. The
Canadian Engineer, February 28th, 1939, p. 20.
15 Saving Money for Texas Taxpayers, by Julian Montgomery, State
Highway Engineer, Austin, Texas. The National Safety News,
December, 1939.
The luncheon, Annual Meeting, on Thursday, February 8th
112
March, 1940 THE ENGINEERING JOURNAL
THE ECONOMIC IMPACT OF THE WAR
DR. F. CYRIL JAMES
Principal and Vice-Chancellor of McGill University
Address delivered at the Annual Banquet of The Engineering Institute of Canada, Toronto, Ont., February 8th, 1940
Much has been said and written regarding the economic
impact upon the Dominion of Canada of the struggle in
which we are now engaged, but many of the statements
are contradictory. If you will permit me to do so, I think
that it may be appropriate before an audience of engineers
and technical experts to discuss in rather elementary
fashion some of the fundamental problems that are in-
volved. It is comparatively easy when one ascends into
the higher realms of finance, and makes the picture still
more complex by efforts at prognostication, to lose all
reality in a world of nebulous imaginings. I shall not,
therefore, apologize if I begin with facts which, although
they are supposed to be self-evident, are none the less
worthy of considerable emphasis.
From the viewpoint of the economist, the most important
aspect of any war is that it is expensive. When armies are
mobilized, millions of men are withdrawn from industrial
and agricultural occupations. Some of them are drafted
for actual fighting; others are required to man adminis-
trative offices and supply services that are essential to the
welfare and efficiency of a modern army. But whatever
these men may do, it is apparent that for the duration of
the war they are no longer engaged in productive activity.
The country is poorer because they no longer produce
those goods and services which they might have been ex-
pected to contribute towards the national income if they
had been permitted to follow their normal peace-time
activities.
This, however, is not the only drain upon the national
income that war imposes. Troops must be fed and clothed,
and although the admission constitutes a sardonic com-
mentary upon some aspects of our civilization, it is often
true that a man is better fed and clothed as a soldier than
he had been as a civilian. Moreover, the activities of armies
involve considerable expenditure of munitions. Bullets and
shells are, from the economic sense, compounded of copper,
lead and steel that might have been used for the fabrication
of articles of domestic convenience if there had been no
war, while the materials out of which explosives are manu-
factured might have provided cotton shirts and silk stock-
ings for a substantial portion of the population. It would
be interesting to calculate the quantity of peace-time con-
sumer goods that might have been created out of the
physical materials that are expended in one day's serious
fighting!
And, in the third place, war is expensive because it in-
volves destruction of property. Newspaper headlines remind
us of the bombardment of cathedrals in Finland and of
the sinking within a few hours, or even minutes, of ships
that it would take us months to build. There are also auto-
mobiles and tanks which are lost in the mêlée of fighting
and we must not forge « all of the accumulated loss that
comes from depreciation of productive equipment, a de-
preciation resulting from continuous use at a time when it
is difficult or impossible to provide for adequate replacement.
No man has calculated with any degree of accuracy the
aggregate costs which result from the addition of these three
elements, and I would remind you that my analysis, being
purely economic, fails to consider the additional losses in
terms of human life and of the intangible values that cluster
under the names of culture and spiritual comfort. Even on
the lowest material level, the costs of war are enormous,
and it follows that the most serious economic tasks that a
belligerent must face are, first to encourage, by all means
in its power, the maximum increase in the physical volume
of production, and, second, to obtain from that production
quantities of goods and services that are adequate to meet
its own war-time needs.
Let us consider these two problems separately. Although
we occasionally read in the newspapers extended accounts
of the manner in which the Russian and German govern-
ments encourage increased production by shooting a few
of the people who do not produce enough, we have not
resorted to such stringent methods within the democracies.
(As a matter of fact, those of us who have given any atten-
tion to the study of scientific management will probably
have serious doubts as to the ultimate value of executions
considered as an incentive.)
Fundamentally, the government of a democracy relies
upon that spirit which is called patriotism to inspire its
people toward greater and more persistent effort in the
production of essential goods and services. Kipling has
written of the intense determination of a machinist whose
husband had been killed at the front, and each of us re-
members the extent to which workers in munition factories
were willing to expend their energies during the dark days
of that winter when 1916 passed over into 1917. Spiritual
enthusiasm of that kind is a factor of immeasurable im-
portance in expanding the production of those goods and
services that are essential to modern warfare. In the long
run, I am inclined to think it is the only factor of outstand-
ing importance, but there are two others which must be
mentioned for their contributory significance.
Nothing is more apt to destroy the effect of spiritual en-
thusiasm than petty friction and the feeling that somebody
else is getting greater reward in return for no more sacrifice.
To avoid both of these handicaps, co-ordination of economic
activity is vitally essential in time of war. There must be
sincere co-operation between employer and worker in order
to avoid the frictions of open industrial strife and of unob-
trusive restriction of output, a co-operation that is sincere
and whole-hearted on both sides of the table so that there
is no lingering suspicion on either hand that the other is
getting the best of the bargain. There must also be full
co-ordination of the operations of enterprises that would
normally be competitive, a co-ordination that deliberately
sets out to eliminate waste and to encourage maximum
utilization of available facilities.
Mention should also be made of monetary policies which,
in previous wars, have provided an inflationary stimulus
during the early uncertain days of the struggle. Nobody
has any illusions as to the long-run effects of monetary
policies that involve a steady inflationary rise of the general
price level. We have seen too much of the anarchy that they
produce. But if we consider the matter objectively, we are
compelled to admit that, during 1914 and '15 for instance,
rising prices provided an incentive which encouraged em-
ployers to work as hard as possible and permitted them to
increase the wages which they paid to their workers.
These three, patriotism, co-ordination and mild inflation,
constitute the trinity of forces that democratic powers have
relied upon to expand the physical volume of production
in time of war. It must be admitted, in the light of history,
that they were successful forces. When we consider the
burden of debt that comes down to us as a legacy from the
last world war, we are apt to forget that the physical
economic wealth of the world, its houses and factories and
machines, actually increased during the war period. Accord-
ing to the statistics compiled by the League of Nations,
the physical volume of world production was six per cent
higher at the bottom of the 1923 depression than it had
been during the comparative prosperity of 1913.
THE ENGINEERING JOURNAL March, 1940
113
Naturally, this figure, being an average, covers a wide
divergence between different countries. The production of
eastern Europe in 1923 was only 80 per cent of what it
had been ten years earlier, while that of North America
was 27 per cent greater. In countries like France, in which
the devastation of war had seriously handicapped agricul-
ture and industry, it was natural to expect a considerable
decline in annual income, while countries like the United
States, which felt extraordinarily little of the physical ravages
that war entails, experienced the greatest enrichment.
Unfortunately, I have not been able to obtain satisfactory
statistics for the Dominion of Canada, but at the expense
of slight repetition I should like to give you a few more
figures which emphasize the extent to which physical pro-
ductivity increased during the last war. You know well
how greatly the United Kingdom suffered and what tre-
mendous sacrifices it made during four years of hostilities,
yet in the depressed year of 1924 its national income (after
making all allowances for changes in prices) was two per
cent higher than it had been in 1913. In the United States,
the national income was fully 25 per cent greater in 1923
than it had been a decade before, while the aggregate wealth
of that great country was 85 per cent above the pre-war
figure. Even after all allowance is made for the increase in
debts, both public and private, Doane estimates the increase
in wealth at not less than 70 per cent. These figures offer
high testimony to the ability of great democracies to expand
their productive capacity and their physical output during
the years of war, and I emphasize them for the purpose
of disproving the prophecies of those who foretell unlimited
impoverishment .
Turning to our second major problem, I have suggested
that the government of a belligerent nation must find ways
in which it can acquire quantities of goods and services
adequate to meet its war-time needs. This is an entirely
separate problem, a problem of administration and economic
distribution.
In theory there are four ways in which it can be accom-
plished. In a completely autocratic country, where govern-
ment controls all natural resources and directs all economic
activity, the problem can be handled by an elaborate scheme
of rationing. Russia tried something like this under the
second Five Year Plan that was developed when Ossinsky
was Chairman of the Soviet Planning Commission. Goods
were allocated to productive or consumptive uses, to the
armies or to the civil population by governmental edicts
that were an integral part of a comprehensive scheme, but
no other country has, to my knowledge, tried the experiment
in modern times. Although there have from time to time
been suggestions for the conscription of business on a
national scale, we have been too conscious of the complex
problems involved to accept any such omnipotent schemes.
After all, omnipotence, if it is to be wisely used, implies
as well the quality of omniscience, and we have not yet
discovered the latter virtue in any statesman or business
leader no matter how much we may admire him.
If we exclude, then, this first alternative, the remaining
three operate through the monetary system. They recognize
the fact that men and women receive their incomes in the
form of money, that the demand for goods and services
is a demand expressed in money and that a government
which wishes to acquire a larger portion of the total national
output must increase its own buying power in terms of
dollars and diminish the buying power of other members
of the community. The most obvious way to do this is by
increased taxation. The government takes an increasing
portion of each individual's income, thus forcing the in-
dividual to restrict his consumption and releasing a con-
siderable quantity of goods and services which the govern-
ment can purchase with its tax income. Great Britain, during
the last war, made considerable use of this method and,
during the present struggle, the level of taxation in England
has risen to a figure that would be considered dangerously
burdensome in any other democracy. But neither Great
Britain or any other country has ever been able to finance
a major war by taxation alone. Whether or not they are
justified I do not know, but governments have always been
reluctant to squeeze the last penny out of their complaining
tax-payers lest high taxation should dampen the spirit of
patriotic enthusiasm to which I have already referred.
Moreover, it is extraordinarily difficult to develop any
system of severe taxation which is entirely equitable as
between one person and another.
For both of these reasons, governments customarily bor-
row a portion of the funds that they require. By selling
securities to individuals with savings or buying power
beyond immediate consumption needs, the government is
able to mop up funds that might have been used to finance
consumption. The demand of the population for goods and
services is reduced by this method just as effectively as it
would have been by higher taxation and the government is
equally able to attain that command over industrial and
agricultural output which the needs of war require. In this
case, however, there remains at the end of the war a legacy
of debt. The actual cost of the war is not postponed and
placed on the shoulders of a later generation, since that
cost must be borne, in terms of real goods and services,
from day to day, but there does remain a problem of
financial distribution of income which complicates the post-
war reconstruction.
All of these methods involve a conscious and deliberate
sacrifice on the part of all people within the community
throughout the duration of the war. For that reason, some
governments have resorted to inflationary finance in an
illradvised effort to anaesthetize the public. Immediate
governmental needs are financed in this case either by the
printing of paper money or by the selling of bonds to
commercial banks which pay for them by newly created
deposits. Individual incomes are not reduced in terms of
dollars but prices rise as a result of the inflation so that a
given income buys fewer goods and services. Once again
private consumption is restricted and the government is
enabled to acquire its goods and services, but, as I have
already suggested, the ultimate results of any such attempts
to finance a war painlessly involve a degree of economic
anarchy that may (and in fact has) proved even more
dangerous than the war itself.
The Dominion of Canada, during the present war, has
steadfastly set its face against such inflationary policies
and is using plans that combine some of the elements of
the first three methods suggested above. The level of taxa-
tion has been raised to provide larger revenues and bonds
have been sold for the purpose of absorbing a portion of
the available savings of the community. Both of these plans
have succeeded admirably and they have been supplemented
by the creation of various governmental agencies which
are designed to co-ordinate business activity in such a way
that competition will be restrained and costs maintained
at a reasonably low level.
These regulatory agencies are of considerable importance.
In the case of the Canadian Shipping Board, operating in
conjunction with the British Ministry of Shipping, a com-
prehensive scheme has been developed to ensure the most
efficient utilization of the availabve pool of tonnage. Less
thoroughgoing, but equally significant, are the activities
of the War Supply Board which is intended "to mobilize,
conserve and co-ordinate economic and industrial facilities,"
while the War-Time Prices and Trade Board has assumed
responsibility for general supervision of purchasing and
marketing. Alongside of these, the Foreign Exchange Con-
trol Board has been charged with responsibilities which, in
view of Canada's national economic interests, go far to
develop a unified policy throughout the money market of
the Dominion.
In the few minutes that remain I shall not attempt any
elaborate discussion of the activities of these bodies. Indeed
I imagine that several of you are more intimately acquainted
with the detail of their operation than I am. I should,
114
March, 1940 THE ENGINEERING JOURNAL
however, like to emphasize their tremendous importance
to the successful prosecution of Canada's war effort and
to suggest that engineers and business administrators can
render significant contributions by working with them and
for them.
These governmental agencies represent a thoroughgoing
effort to attain that co-ordination of economic activity
which I have already described as essential if we are to
reap a full measure of benefit from the spirit of patriotism.
They represent an attempt to dispense, for the time-being,
with the normal activities of the market and to eliminate
the normal effect of prices as a criterion of business opera-
tions. In a sense, they are charged with the development
of policies that facilitate the maximum physical utilization
of our resources, a problem of engineering and of business
administration. If they succeed in that task, they will have
contributed much to the winning of the war and also to
the reduction of the costs that war involves, but their
success depends fundamentally on the willingness of every
business man and every engineer to co-operate whole-
heartedly and intelligently in the work that is being done.
There is no such thing as partial co-operation. Either there
must be full co-operation or none at all.
May I add one word in conclusion, a word that is again
addressed particularly to engineers and others responsible
for administering the business affairs of the Dominion. If
we wish to preserve a liberal democracy in Canada it will
be necessary at the end of the war to provide for the orderly
disbanding of regulatory agencies as well as for the demob-
ilization of armies. The problems of that reconstruction
will not be small and it is important, at this stage, that you
should be considering the way in which business life is to
be restored to pre-war freedom. If that reconstruction be
handled efficiently and smoothly, Canada may, during the
post-war years, reap the fruits of the expansion that its
economic life has undergone during the war. If the task
is botched, Canada will face an acute economic crisis as
every belligerent country did in 1920. Let us hope that we
may learn from our mistakes not only to mobilize efficiently
for the war itself but to plan the economic framework of
the post-war world in a fashion that will permit enduring
peace and high prosperity.
Abstracts of Current Literature
THE PLANNING OF STREET LIGHTING
By J. Bertram, B.Sc .
Journal of The Institution of Electrical Engineers,
November, 1939
Introduction
During the last decade there has been a revolution in
street lighting all over our country. From a business which
local councils tended to regard as a side issue, it has grown
to one of the first order of technical and commercial
importance. Along with its development there has grown
a more thorough appreciation of the principles involved in
this creation of artificial visibility, and this had led to
more and more investigational work.
The need for safety on the roads is focussing a critical
public interest on the lighting of our streets and highways,
and the final recognition of the need for development in
this line was the appointment by the Ministry of Trans-
port of a Departmental Committee on Street Lighting.
Nowadays practically every borough electrical engineer
and his assistants are finding that they have to face the
problem of lighting their streets satisfactorily — a problem
with many baffling complexities.
The subject of street lighting is so vast that it can only
be touched on in one paper. This paper, therefore, will
give a very brief summary of the technical aspect of the
street-lighting problem, and will collect together the various
factors which control the planning of a good installation.
Type of Unit
There are prevalent to-day two main types of electric
light source: —
(a) Electric filament lamps.
(b) Electric discharge lamps.
It can be said with a considerable amount of truth that
the arrival of the discharge lamp was the biggest incentive
to the rise in technical importance of street-lighting prob-
lems.
The change in the type of unit used is probably least
noticeable with filament lamps, although striking advances
can be found in America, where the introduction of a
bi-post filament lamp has brought out the Reid Channon
stepped reflector lantern.
Consideration of the polar distribution of a standard
400-watt mercury discharge lamp shows that for efficient
illumination, whether the lamp is operated horizontally
Contributed abstracts of articles appear-
ing in the current technical periodicals
or vertically, more than half the light output from the
lamp will have to be re-directed. There are only two
effective methods of re-directing light, viz. reflection and
refraction. Lanterns for discharge lamps employ some com-
bination or other of these two methods. A modern design
is shown in Fig. 1.
Fig. 1
With the vertical lamps the source has its greatest
dimensions in the plane of major re-direction. For accurate
re-direction of light the source should have the smallest
possible dimensions, and the disadvantage of vertically-
operated discharge lamps is evident. Accurate control can
only be obtained by a considerable sacrifice in efficiency.
If, however, the discharge lamp is operated horizontally,
the smallest dimension of the source (which is the cross-
section of the luminous arc) lies in the plane of major
re-direction, and accurate control can therefore be obtained
by using an optical system of normal size and shape. Also
the horizontally burning lamp gives roughly the required
rectangular distribution in the horizontal plane, so that
very little re-direction will be necessary.
The efficacy of horizontal operation, first advocated in
1934, has now been proved by the general trend in street-
lighting practice.
Visibility
This is the quality of being seen clearly by the eye. To
fulfil its requirements it is necessary to illuminate the road
surface so that the darkest object can be seen upon it at
a considerable distance. This is generally obtained by
making use of the fact that road surfaces have a high
THE ENGINEERING JOURNAL March, 1940
115
specular reflectivity value at glancing angles of incidence
and, therefore, do not need to be flooded with excessive
quantities of light. The problem is entirely different from
that of lighting a room or a factory area.
The whole problem was never seriously investigated
until the Ministry of Transport set up a Departmental
Committee to consider it. The main theme of their report
discusses in turn each of the essential points. Their recom-
mendations for main-road lighting have been briefly sum-
marized as follows:
Mounting Height. — 25 ft.
Spacing. — 120-150 ft. with permissible maximum of
180 ft. It is noted that at bends, road junctions", etc., this
spacing may need to be appreciably lower.
Overhang. — The maximum should be 6 ft. The maximum
distance between two rows of sources should be 30 ft.
With roads wider than 40 ft. lanterns should be kerb-
mounted, and additional sources should be placed centrally
at intervals not exceeding 35 ft. in length.
Siting. — This is obtained by limiting the angle sub-
tended at the observer by sources which appear to be
adjacent. Angular limits will vary to some extent with the
nature of the road surface. The Committee do not make
any rigid rules concerning siting, but give a number of very
useful recommendations.
Lantern Power. — Broadly speaking, this is the output
from the lantern. The Committee suggest 3,000 to 8,000
lumens per 100-ft. run. With 150-ft. spacing this means a
lantern output of 9,500 to 12,000 lumens.
Fig. 2
Distribution and Glare. — The Committee make no definite
recommendations.
At the present time there are three distinct types of dis-
tribution in use : — ;
(1) Non-cut-off.
(2) Controlled cut-off.
(3) Full cut-off.
Controlled cut-off is a recent innovation. The con-
centration of high candle-power near to the horizontal to
effect high road brightness results in heavy glare from all
the lanterns visible ahead of the observer. This glare can
be reduced by taking advantage of the rapidly increasing
road reflectivity by cutting down the candle-power as the
horizontal is approached. The polar curve of such a lantern
for 150-ft. spacings will have its maximum at 75 deg. to 80
deg., maintaining a fairly high level up to 86 deg. and then
rapidly decreasing towards 90 deg. Such a curve is shown
in Fig. 2. The author feels that this controlled cut-off gives
the vital compromise necessary between road brightness
and glare.
REVIVAL OF THE GAS PRODUCER
Civil Engineering and Public Works Review,
December, 1939
In an interesting and topical lecturette delivered before
the Junior Institution of Engineers at the end of last month,
Mr. K. W. Willans, M.i.Mech.E., suggested that the cause
of the decline of the gas producer was bad design and lack
of systematic research, coupled with the advent of the solid
injection oil engine supported by effective research work
and propaganda. Reference was made to the influence of
transport requirements on the latter type of engine, and
also to the fact that these same influences have largely
led to the revival and interest in the small capacity gas
producer.
Mr. Willans sketched three broad divisions into which
the gas producer might be divided, as follows:
1. Producers gasifying tar free fuels, e.g., anthracite,
charcoal, and cokes by combustion.
2. Producers gasifying waste vegetable matter, such as
wood, sawdust, peat, mealie cobs, etc., by combustion.
3. Producers gasifying vegetable matter by methods
other than those in divisions 1 and 2.
Dealing with the first class of producer, the lecturer
pointed out that many of the troubles with the earlier
designs were due to uncontrolled steam admission to the
fire, and that by introducing a simple control of this factor,
most of the troubles vanished.
The lecturer dealt with the broader aspect of the fuel
problem. He pointed out that workable coal seams must
eventually become exhausted, and suggested that after
making use of water to the utmost for power production
the balance be obtained by growing fuel as a crop. He cal-
culated, from experimental work, that 60 acres of poor
land, planted with hazel bushes, would produce continually
sufficient gas to generate 100 Bhp.
This led to the waste wood gas producer, using fuels
ranging from sawdust to peat and lignite. These fuels all
produce tar which is very much easier to remove from gas
than is tar from bituminous coal. Such producers are con-
structed on up draft, down draft and cross draft plants,
but as wood is practically free from clinker-forming ash,
the lecturer favoured the up draft producer. The advantages
of the down draft type in burning the tar produced, and its
constructional simplicity, are out-weighed by the fact that
it will not consume sawdust and small wood pieces. This
type of fuel can be dealt with in the up draft producer,
provided the moisture content does not exceed about 15
per cent.
Mr. Willans then proceeded to deal with the well-known
producer associated with the name of Charles Whitfield,
pointing out the early contact with the hot gas with water,
not only for rapid cooling, but — even more important — for
wetting both the gas and the metal surfaces so that the
building up of tar is prevented. Dealing with centrifugal
tar extractors, the author pointed out that to obtain the
speed necessary for efficient tar extraction, the power ab-
sorbed in driving this unit may be as much as 10 per cent
of the engine output derived from the gas produced. He
felt that research in the direction of high pressure water
sprays would be well repaid.
Dealing with the effluent water, and the corrosive acids
produced, particularly when using hard woods such as elm,
the employment of acid-resisting metals was advocated,
and also circulation of the effluent water with steel scrap
in the cooling tanks, to assist in neutralizing acidity.
In summing up, the lecturer considered that the gasifica-
tion of wood presented no fundamental difficulty and that
the snags encountered could be overcome by the applica-
tion of common sense. He also touched briefly upon the
possibilities of fuel digesters producing gas by chemical
reactions by other means than combustion.
BENTONITE
Civil Engineering and Public Works Review,
December, 1939
Bentonite is a clay material containing 75 per cent or
more of the crystalline minerals, montmorillonite, (Mg. Ca)
116
March, 1940 THE ENGINEERING JOURNAL
O.Al 2 3 .5Si0 2 , nH 2 0, or beidellite, Al 2 3 .3Si0 2 .nH 2 0,
and is derived from volcanic ash. Typical bentonites carry
only about 16 per cent Al 2 3 , more than 60 per cent Si0 2 ,
four per cent or more of MgO and CaO, and almost four
per cent iron oxides, together with seemingly significant
amounts (around two per cent) of alkali metal oxides,
chiefly Na 2 0.
Physical properties are commercially more important
than chemical composition. Standard bentonites may swell
to as much as 10 or 15 times their original volume when in
contact with water, whereas type two bentonites (or "sub-
bentonites") swell no more than ordinary plastic clays.
The principal uses of bentonite are as a bonding agent
in foundry moulding sands; oil-well drilling mud; for bleach-
ing petroleum products; in the manufacture of cement pro-
ducts, ceramic products, soaps, refractory materials, paper,
cosmetics, water softeners, sealing agents, paints, medicinal
emulsions, and roofing; for de-inking newsprint and clari-
fying dry-cleaner fluids; as the core of earth-fill dams; and
as lining for irrigation ditches. This list is not exhaustive,
and new uses for bentonite are being found every year. The
base price of processed bentonite at present in the U.S.A.
is $10.50 a ton, F.O.B. Wyoming mills.
The commercial value of a bentonite deposit depends
upon (1) the type or class of bentonite, (2) the thickness
of the seam, (3) dip of the seam, (4) amount of over-burden,
and (5) transportation costs.
ADMIRALTY CONTROL OF MERCHANT
SHIPBUILDING
Engineering, February 9, 1940
The expected announcement, that the Admiralty would
assume control of all shipbuilding for mercantile as well as
naval account in British yards, was made by the Prime
Minister in the House of Commons on January 31. The
decision of the Government, Mr. Chamberlain stated, em-
braced also the responsibility for repairs, and would come
into force on the following day, Thursday, February 1. Sir
James Lithgow, Bt., chairman of Messrs. The Fairfield
Shipbuilding and Engineering Company, Limited, of
Messrs. Lithgows, Limited, and of Messrs. William Hamil-
ton and Company, Limited, becomes a member of the Board
of Admiralty, with the title of Controller of Merchant Ship-
building and Repairs, and Sir Amos Ayre, hitherto Director
of the Merchant Shipbuilding and Repairs Division of the
Ministry of Shipping, is transferred to the Admiralty, where
he will continue to exercise the same functions. In response
to a question, Mr. Chamberlain explained that all the mer-
chant ships built would be constructed to the order of the
Admiralty, and when completed would be the property of
the Government. He asked for notice of a question regarding
the means by which the building programme would be
financed.
Thus does history repeat itself; though with the import-
ant difference that, in this war, the Government is taking
action after the expiry of only five months, which, in the
last war, was delayed for nearly two and a half years, by
which time more than 2,000,000 tons of British ocean-going
shipping had been sunk as a result of enemy action. Since
the outbreak of the present war, the gross British losses,
including coastal shipping, amount to little more than a
quarter of this total, and the net loss, after allowance has
been made for captured enemy vessels and for foreign
tonnage acquired by purchase, is very considerably less.
The early introduction of the convoy system is largely
responsible for this improved position; and for this reason,
together with the greater efficacy of modern methods of
countering submarines, mines and the operations of hostile
aircraft, it may be expected that the relative advantage
will be maintained.
It is important, nevertheless, that the shipbuilding
resources of the country should be employed to the fullest
possible extent, if only to lessen the dependence upon
neutral shipping.
The possibility of some such action as the Government
has now taken had been envisaged by those in and about
the shipping industry who remembered the course of events
in the last war; and, despite sundry significant differences
between the circumstances then and now, most of the
arguments for and against this policy, which were current
23 years ago, are likely to be resurrected. It may be assumed
that past experience will prevent any repetition of the
costly and completely unproductive experiment of the
national shipyards; there is sufficient potential building
capacity in the redundant yards which were closed by the
National Shipyard Security organization to absorb all the
labour available, and more. According to the Parliamentary
correspondent of The Times, however, a revival of the
principle of the "standard ship" is to be anticipated in
the near future, on a basis of five of six types. There has
been no official hint of any intention to re-introduce the
straight-frame type of cargo steamer which was evolved
in 1917-18 in order that the bridge-building and struc-
tural-engineering firms might employ their existing plant
to supplement the output of the regular shipyards. The
result, it will be recalled, was the addition to the British
mercantile marine of a number of ships which, however
serviceable in such an emergency as that of 1917-18,
were among the most strange-looking examples of
naval architecture that even the Great War produced.
Indeed, it may be conjectured that the name, War
Climax, given to the first vessel of the type, possibly
represented the orthodox shipbuilder's instinctive reaction
to her appearance on the stocks. In the primary purpose
of turning out cargo tonnage rapidly with the minimum of
material and a definite scarcity of skilled labour, however,
the policy of standardization was not discredited by the
results achieved, although the end of the war came before
its full momentum was attained.
STRATOSPHERE COMMERCIAL AIRCRAFT
The Engineer, December 1, 1939
A month after the event, under circumstances of strict
secrecy, it was officially announced that, on the 13th of
October, a stratosphere flight had been made from Paris
to Rio-de-Janeiro with halts at Dakar and Natal, in Brazil.
The application of stratosphere in this implies an altitude
of between 7,500 m. and 9,000 m. The machine used was
the land-plane "Camille-Flammarion" weighing about 25
tons and belonging to Air France-Transatlantique, which
was created by Air France and the Compagnie Générale
Transatlantique mainly for air services across the North
Atlantic. It was piloted by Codos and Guillaumet, accom-
panied by a wireless operator and a mechanic. Built in
one of the national aircraft factories the machine bears
indications of its being a Farman design. For a long while
the Farman works, which are not nationalized, endeavoured
to produce a type of commercial machine that would fly
at very high speeds in a rarefied atmosphere that, to dis-
tinguish it from normal conditions, was called the strato-
sphere, but when the first machine was tested it came to
grief and nothing more was heard of commercial flights
at high altitudes until the laconic official announcement of
the successful journey to South America. The South Atlantic
was crossed from Dakar to Natal, in Brazil, in twelve hours
at an average speed of 167 m.p.h., and the flight from
Natal to Rio-de-Janeiro was accomplished in ten hours.
The idea of the so-called stratosphere flight for commercial
services is to reach an altitude where atmospheric conditions
are supposed to be constantly favourable, although there
is still much to be learned about temperatures, humidity,
and ice formation. A good deal of practical experience
will have to be acquired, and complete security in
passenger and navigation cabins ensured, before com-
mercial air services can be undertaken in a rarefied
atmosphere.
THE ENGINEERING JOURNAL March, 1940
117
THE FIFTY-FOURTH ANNUAL GENERAL MEETING
Convened at Headquarters, Montreal, on January 25th, 1940, and adjourned to the
Royal York Hotel, Toronto, Ontario, on February 8th, 1940
The Fifty-Fourth Annual General Meeting of The
Engineering Institute of Canada was convened at Head-
quarters on Thursday, January twenty-fifth, nineteen
hundred and forty, at eight-thirty p.m., with Councillor
A. Duperron, m.e.i.c, in the chair.
The Assistant to the General Secretary having read the
notice convening the meeting, the minutes of the Fifty-
Third Annual General Meeting were submitted, and on
the motion of R. H. Findlay, m.e.i.c, seconded by C. K.
McLeod, a. m.e.i.c, were taken as read and confirmed.
Appointment of Scrutineers
On motion of Huet Massue, m.e.i.c, seconded by
E. Nenniger, a. m.e.i.c, Messrs. J. Comeau, a. m.e.i.c,
J. M. Crawford, a. m.e.i.c, and J. B. Stirling, m.e.i.c,
were appointed scrutineers to canvass the Officers' Ballot
and report the result.
There being no other formal business, it was resolved,
on the motion of W. G. Hunt, m.e.i.c, seconded by J. G.
Hall, m.e.i.c, that the meeting do adjourn to reconvene
at the Royal York Hotel, Toronto, Ontario, at ten o'clock
a.m., on the eighth day of February, nineteen hundred and
forty.
ADJOURNED GENERAL MEETING AT THE
ROYAL YORK HOTEL, TORONTO, ONT.
The adjourned meeting convened at ten-thirty a.m., on
Thursday, February 8th, 1940, with President H. W.
McKiel in the chair.
The General Secretary announced the membership of the
Nominating Committee of the Institute for the year 1940
as follows:
Nominating Committee — 1940
Chairman: E. V. Buchanan, m.e.i.c.
Branch Representative
Border Cities C. G. R. Armstrong
Calgary R. S. Trowsdale
Cape Breton M. F. Cossitt
Edmonton W. E. Cornish
Halifax H. S. Johnston
Hamilton W. J. W. Reid
Kingston D. S. Ellis
Lakehead E. L. Goodall
Lethbridge R. F. P. Bowman
London F. C. Ball
Moncton G. L. Dickson
Montreal Walter Hunt
Niagara Peninsula W. Jackson
Ottawa E. Viens
Peterborough W. M. Cruthers
Quebec A. O. Dufresne
Saguenay G. F. Layne
Saint John G. Stead
St. Maurice Valley A. C. Abbott
Saskatchewan S. Young
Sault Ste. Marie J. S. Macleod
Toronto A. H. Harkness
Vancouver W. H. Powell
Victoria K. Moodie
Winnipeg V. Michie
Awards of Medals and Prizes
The General Secretary announced the awards of the
various medals and prizes of the Institute as follows, stating
that the formal presentation of these distinctions would be
made by His Honour the Lieutenant Governor of Ontario
at the Annual Dinner of the Institute that evening.
Gzowski Medal (two awards) to E. A. Hodgson, m.e.i.c,
for his paper, "The Structure of the Earth as Revealed
by Seismology," and to G. A. Gaherty, m.e.i.c, for his
paper, "Drought, a National Problem."
Duggan Medal and Prize (two awards) to D. B. Armstrong,
a.m. e. i.e., for his paper, "The Island of Orléans Suspen-
sion Bridge," and to C. R. Whittemore, a. m.e.i.c, for
his paper, "Welded Steel Pipe for the City of Toronto
Water Works Extension."
Leonard Medal to Charles G. Kemsley, m.ci.m.m., co-author
of the paper, "The Internal Shaft at Dome Mines."
Students and Juniors Prizes
John Galbraith Prize (Province of Ontario) to J. R. Dunn,
s.E.i.c, for his paper, "Radio Aids to Aerial Navigation."
Phelps Johnson Prize (Province of Quebec, English) to C. B.
Charlewood, jr.E.i.c, for his paper, "Steam Superheaters
for Water Type Boilers."
Martin Murphy Prize (Maritime Provinces) to D. L. Mac-
kinnon, s.E.i.c, for his paper, "Soil Mechanics."
Report of Council
On the motion of Dean Ernest Brown, seconded by C. K.
McLeod, it was Resolved that the report of Council for the
year 1939, as published in the February, 1940, Journal, be
taken as read and accepted.
Treasurer's Report and Report of
Finance Committee
It was moved by J. A. McCrory, and seconded by
deGaspé Beaubien, that the Treasurer's report, and the
report of the Finance Committee, as published in the
February, 1940, Journal, be taken as read and accepted.
D. S. Laidlaw asked for an explanation of the reduction
of nearly $3,000 which had been made in the expense of
the Journal, partially offset by a decrease in Journal revenue.
In the unavoidable absence of the chairman of the Finance
Committee, Mr. McCrory explained that there had been
a saving due to a reduction of about $1,500 in printing costs
because no list of members had been published in 1939.
Further, this year there had been a change in the method
of stating expenditures and receipts on Journal account.
These, in the 1939 statement, are shown as net amounts,
thus differing from the figures of 1938, when a certain
proportion of the expense of obtaining advertising had been
charged direct to the Institute instead of being deducted
from revenue. The system now adopted would be continued
in future statements.
On being put to the meeting the motion was carried
unanimously.
Reports of Committees
On the motion of H. A. Lumsden, seconded by Fraser S.
Keith, it was Resolved that the reports of the following
committees be taken as read and accepted: Legislation;
Publication; Library and House; Papers; Training and
Welfare of the Young Engineer; Professional Interests;
Membership; Board of Examiners and Education; Inter-
national Relations; Radio Broadcasting; Deterioration of
Concrete Structures; Employment Service.
The President referred in complimentary terms to the
work of the Committee on International Relations under
the chairmanship of Dr. J. B. Challies, particularly in
respect to the work which they had done in connection
with the British- American Engineering Congress which was
to have been held in New York in September, and which
had to be cancelled at the last moment due to the imminence
of war. He also commented on the work of the other com-
mittees all of which had been carried out with a high degree
of efficiency.
118
March, 1940 THE ENGINEERING JOURNAL
AUTHORS OF PAPERS
O. W. Ellis
E. M. MacGill, A.M.E.I.C.
C. M. Goodrich, M.E.I.C.
International Press Ltd,
A. D. Campbell, M.E.I.C.
G. A. Gaherty, M.E.I.C.
W. P. Dobson, M.E.I.C.
R. C. McMordie, A.M.E.I.C.
THE ENGINEERING JOURNAL March, 1940
A. W. F. McQueen, M.E.I.C.
119
J. Spence, secretary-treasurer of the
Toronto Branch
Past-President Challies introduces Eliza-
beth MacGill to her audience.
Dean Brown presides
P. L. Pratley and C. B. Young talk
about "Limit Design"
N. A. M. MacKenzie at luncheon speaks
on International Law
Always a welcome guest, Geo. T.
Seabury, Secretary A.S.C.E.
B. J. Magor was the luncheon speaker
on the first day
O. W. Ellis talks about alloys with
C. B. Young
Dr. Dugald Jackson of M.I.T. speaks at
the president's dinner
Whatever it is, C. E. Sisson, Col. Smythe
and General Mitchell are certainly
interested
The Lieutenant-Governor presents the John Galbraith Prize A luncheon party — left to right — Wills Maclachlan,
to J. B. Dunn B. B. Perry, W. P. Dobson, W. B. McCaffrey and Norman Eager
120
March, 1940 THE ENGINEERING JOURNAL
_
Branch Reports
On the motion of H. F. Bennett, seconded by W. R.
Manock, it was Resolved that the reports of the various
branches of the Institute be taken as read and accepted.
Amendments to the By-Laws
In accordance with Sections 74 and 75 of the By-laws,
Council presented for the consideration of corporate mem-
bers certain proposals for the amendment of Sections 2, 3,
4, 7, 32, 34 and 39. These changes were prepared in order
to give effect to a resolution passed at the Annual General
Meeting on February 14th, 1939, approving a proposal to
abolish the class of Associate Member. The amendments
now proposed by Council for this purpose had been pub-
lished in the December Journal, and were not submitted
for discussion.
On the motion of C. K. McLeod, seconded by R. F.
Legget, it was unanimously Resolved that these proposed
amendments to the by-laws be approved, and that they
be sent out to the members for letter ballot.
The President then introduced another group of proposed
amendments, affecting Sections 12, 13, 64 and 67, which
had been put forward by members of the Ontario branches
to provide that in future those branches shall be represented
by two vice-presidents instead of one as at present, these
proposals having also been published in the December
Journal, and communicated to the meeting by printed
copies, J. R. Dunbar moved that they be approved and
submitted to the members for letter ballot, and the motion
was seconded by C. G. Moon.
R. L. Dobbin asked for an explanation as to the reason
for the change now proposed. In reply Mr. Dunbar explained
that in Ontario there were over fifteen hundred members
in ten branches and they were represented by only one
vice-president, while in Quebec and the Maritime provinces
the proportion of members to .vice-presidents was much
lower. In view of the large membership and considerable
number of branches in Ontario, it was felt that the Ontario
members did not get adequate vice-presidential representa-
tion, particularly since it is very difficult for one vice-
president to visit all the Ontario branches. Further, with
only one vice-president in Ontario, it was inevitable that
there should be many branches which have never had vice-
presidential representation.
Mr. Dobbin felt that as this proposal would increase the
number of councillors it was open to some objection.
For some time the desire of the membership had been
rather to reduce the number of councillors than to add
to it.
Mr. Bennett expressed satisfaction with the present ar-
rangements. The difficulty of branch representation could
be overcome if the larger branches would refrain from
making nominations so as to give the smaller branches a
chance, a policy which had been successfully carried out
in the Maritime provinces.
After further discussion the motion was carried.
L. A. Duchastel had noted that while the list of sections
to be changed to give effect to the abolition of the class of
Associate Member had mentioned Section 39, the changed
wording of Section 39 had not been shown on the printed
leaflet distributed at the meeting. Should this section not
be included in the number approved for ballot on Mr.
McLeod's resolution ?
The President agreed that the reference to Associate
Members would have to be deleted from the present
Section 39, which deals with the compounding of fees, and
it was resolved, on the motion of F. W. Paulin, seconded
by J. R. Dunbar, that the necessary change in the wording
of Section 39 should be included in the amendments to be
sent out to ballot, this to apply also to any other section
found to require change to agree with the spirit of these
amendments as proposed.
New Business
R. F. Legget offered a motion deprecating the issue of
any announcement of a meeting of the Institute in con-
junction with trade advertising of any kind. He was sup-
ported by D. S. Laidlaw.
After discussion, and an explanation given by the General
Secretary, it was resolved, on the motion of J. R. Dunbar,
seconded by E. V. Buchanan, that Mr. Legget's motion
be laid on the table.
Alex. Love, as chairman of the Hamilton Branch, wished
to take the opportunity of inviting the Institute to hold
the 1941 Annual General Meeting in Hamilton. This invi-
tation was seconded by W. L. McFaul, the councillor-elect
from the Hamilton branch.
The President stated that this invitation had been pre-
sented to Council at its meeting on the previous day, and
that Council had greatly appreciated the action of the
Hamilton Branch. It was felt, however, that the incoming
Council would be the proper body to deal with such an
invitation, and accordingly it had been referred to them
for appropriate action.
C. G. Moon observed that while the three immediate
past-presidents had seats on the Council as honorary
councillors, other past-presidents had no official status on
Council. He wished to suggest that the past-presidents as
a body should be constituted an advisory committee which
might with advantage discuss important problems, such
as the long term continued policy of the Institute, and
advise Council thereon.
The President remarked that he had found the past-
presidents to be most active and helpful in regard to any
Institute matters referred to them, and many of them were
serving on committees, particularly, for example, on the
Committee on International Relations.
P. E. Doncaster heartily agreed with Mr. Moon, and
thought the suggestion an excellent one, and well worth
investigation on the part of the Council. He then moved
that this annual meeting suggest to the incoming Council
the advisability of considering the formation of a committee
composed of all past-presidents to act in an advisory
capacity on matters of policy. The motion, having been
seconded by C. G. Moon, was put to the meeting and
carried unanimously.
Election of Officers
At the request of the President, the General Secretary
read the report of the scrutineers appointed by Council to
canvass the officers' ballot for 1940, as follows:
President T. H. Hogg
Vice-Presidents :
Zone B (Province of Ontario) . . . J. Clark Keith
Zone C (Province of Quebec .... McNeely DuBose
Zone D (Maritime Provinces). . . W. S. Wilson
Councillors:
Victoria Branch A. L. Carrtjthers
Lethbridge Branch J. M. Campbell
Calgary Branch . . G. P. F. Boese
Winnipeg Branch A. J. Taunton
Sault Ste. Marie Branch J. L. Lang
Niagara Peninsula Branch W. R. Manock
Hamilton Branch W. L. McFaul
Toronto Branch C. E. Sisson
Peterborough Branch A. B. Gates
Ottawa Branch J. H. Parkin
Montreal Branch J. G. Hall
C. K. McLeod
Quebec Branch A. Lariviére
Moncton Branch G. E. Smith
Cape Breton Branch I. W. Buckley
On the motion of E. P. Muntz, seconded by O. O.
Lefebvre, it was Resolved that the report of the scrutineers
be adopted, that a vote of thanks be tendered to them for
their services in preparing the report, and that the ballot
papers be destroyed.
The President then delivered his address on "The
Engineer as a Citizen," which will be found on page 129
THE ENGINEERING JOURNAL March, 1940
121
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Dr. F. Cyril James, recently appointed vice-chancellor and
principal of McGill University, was the guest speaker at the
banquet
of this issue of the Journal. At its conclusion, on behalf
of all members of the Institute, he expressed appreciation
of the efficient services rendered during the past year by
the General Secretary, his assistant, and the other members
of the Institute staff.
On the motion of C. S. G. Rogers, seconded by P. L.
Pratley, a hearty vote of thanks was extended to the
Toronto Branch in recognition of their hospitality and
activity in connection with the holding of the Fifty-Fourth
Annual General Meeting.
J. Clark Keith, the newly elected vice-president from
Ontario, moved a vote of thanks to the retiring President
and members of Council. In seconding Mr. Keith's motion,
Dr. Challies mentioned that a resolution of thanks to the
President had been passed at a recent Council meeting,
which not only expressed appreciation of the President's
work, but also congratulated him on the excellent results
which had followed his visits to the various branches. That
resolution also asked the President to convey to Mrs.
McKiel the Council's appreciation of the part she had taken
so graciously in the activities of the Institute. Dr. Challies
felt that the members present would desire to associate
themselves with these expressions of appreciation. The
motion was carried by acclamation.
As chairman of the Committee on International Relations,
Dr. Challies reminded members that the distinction of
honorary membership in the American Society of Civil
Engineers had recently been conferred on Past-President
J. M. R. Fairbairn. He also drew attention to the presence
at the meeting of Colonel John P. Hogan, the President,
and George T. Seabury, the Secretary of that great society.
Members would also note that Mr. W. H. McBryde, the
President of the American Society of Mechanical Engineers,
had honoured the Institute by attendance at the Annual
Meeting. There was also present Mr. B. L. Thorne, Presi-
dent of the Canadian Institute of Mining and Metallurgy,
and Dr. Challies asked President McKiel to present these
gentlemen to the members assembled.
In doing so, President McKiel expressed the Institute's
cordial welcome to these distinguished visitors, which they
were good enough to acknowledge in brief and timely
addresses.
There being no further business the meeting adjourned
at twelve forty-five p.m.
Council Meeting
In holding a Council meeting on the day before the
Annual General Meeting, the precedent recently estab-
lished was followed this year, and with very satisfactory
results. As in the case of the similar event last year, the
councillors-elect were invited, and the interest of the gath-
ering was increased by the presence of a number of prom-
inent guests who had accepted the invitation of the Presi-
dent to attend and participate in the discussions. These
visitors included the President-Elect and two vice-presi-
dents elect, several branch chairmen and a number of former
members of Council; a sprinkling of deans and professors
in engineering schools; members and chairmen of several
important Institute committees; the presidents of two of
the great American engineering societies, the presidents of
two of the Canadian provincial associations of professional
engineers and the president of a sister Canadian engineering
institute.
This policy of inviting such a list of interested and dis-
tinguished guests is an excellent one. With an attendance
of fifty-five a great breadth was given to the discussions,
and it will be helpful to Council over a long period of time
to have the opinions of these informed people on the several
problems that came up for consideration at this meeting,
and which will be dealt with from time to time throughout
the year.
It is usual for the agenda of this meeting which closes the
year's work to be very broad in its scope, and to include
items of such importance that the consideration of them is
left until this occasion. This year was no exception. Discus-
sions of great value on the important topic of "The Training
and Welfare of the Young Engineer" were contributed by
guests well qualified to speak on that important subject
The committee which has the matter in hand will be helped
greatly by the co-operation of these educators and em-
ployers. The meeting, which assembled at 10.00 a.m., was
not adjourned until 5.45 p.m., except for the luncheon
period.
Technical Sessions
The subject with which the first professional session
opened on Thursday afternoon was sufficiently controver-
sial to attract a large audience and led to very active dis-
cussion. The chairman was R. L. Dunsmore. The author,
G. A. Gaherty, remarked that his views on The Economic
Front were open to argument and were subject to modi-
fication, but he felt that if such questions were not attacked
and discussed by bodies like the Institute, no progress
would be made. After hearing his stimulating paper,
speakers in discussion agreed in welcoming this definite
attempt to put forward the engineers' point of view on vital
economic problems, although several of them were unable
to endorse all the author's conclusions.
Attendance at the morning session on Friday, under the
chairmanship of Dean Brown, was so large that it had to
be held in the Ball Room. There was a full programme of
important papers on three entirely different topics.
The first, by A. W. F. McQueen and R. C. McMordie,
dealt with the manner in which the principles of the new
art or science of soil mechanics have been applied on the
construction of a large earthen dam at Shand, Ontario ;
which forms part of an extensive conservation scheme in
The receiving line — left to right — Dr. and Mrs. Berry,
President and Mrs. McKiel, Dr. and Mrs. Hogg
122
March, 1940 THE ENGINEERING JOURNAL
the Grand river valley. The paper and the discussion which
followed threw light on many of the debatable points in
soil-mechanics technique which still need elucidation, and
on construction methods which have to be developed on the
site in view of the results of soil tests.
Many members besides those specially interested in
aviation gathered to welcome the author of the next paper,
Elizabeth MacGill, one of the small but increasing number
of women who have achieved distinction in engineering
design. Her paper on Flight Test Reporting was appreciated
as a thorough and concise presentation of a difficult subject.
As the results of flight tests necessarily depend somewhat
upon the views of pilots, who are individualists, it is not
always easy to assess the weight of their personal opinions.
Miss MacGill was thanked and complimented upon her
contribution to Canada's activities in aeroplane construc-
tion. There was an active and very technical discussion.
The concluding paper of the morning session, on High-
way Control and Safety, by A. D. Campbell, gave a
forceful account of the present situation as regards highway
safety in Canada, with constructive suggestions for its
improvement. The author took the point of view of an
engineer who is deeply concerned but is not himself engaged
in highway work. In discussion it was pointed out that in
the United States a greater measure of highway safety has
been attained than in Canada. It was urged that in addition
to placing some responsibility upon the highway engineer
G. A. Gaherty presents his paper with R. L.
the chair
lunsmore in
as regards safety, education and enforcement should be
further stressed.
The programme at the afternoon sessions, over which
C. S. G. Rogers presided, was as varied and informative as
that of the morning.
A stimulating paper by C. M. Goodrich on Limit
Design presented the ideas of a structural engineer whose
knowledge of the classical methods of stress-calculation has
been widened by long experience of the behaviour of struc-
tures as loaded in daily use. The newer procedure sketched
by the author is an expression of the art of structural design
which takes into consideration the ductility of the material,
avoids some intricate mathematics, and embodies lessons
drawn from failures under load.
A branch of safety practice of great importance to the
general public, as well as to electrical engineers, formed
the topic of W. P. Dobson's paper on Grounding Prac-
tice. Representatives of power companies and government
departments agreed with the author as to the difficulty of
covering all possible cases by hard and fast rules, and the
discussion was worthy of the authoritative paper.
The paper on Recent Developments in Alloys which
concluded the session was an example of the assistance
which specialists can give to engineers in branches of
technology which are advancing from day to day. Dr. Ellis'
resume of pertinent information was welcomed as a valuable
compendium of data on the uses and properties of the
The annual meeting — left to right — H. J. Vennes,
J. A. McCrory, Dean Ernest Brown and C. K. McLeod
newer alloys, presented by an acknowledged authority on
the subject.
Professor C. R. Young and his committee are certainly
to be congratulated on the quality and interest of the papers
and the discussions to which they gave rise.
The following is a complete list of the papers presented:
The Economic Front, by G. A. Gaherty, m.e.i.c.
Soil Mechanics at the Shand Dam, by A. W. F.
McQueen, m.e.i.c, and R C. McMordie, a. m.e.i.c.
Practicable Forms for Flight Test Reporting, by
Elizabeth MacGill, a. m.e.i.c.
Highway Control and Safety, by Angus D. Campbell,
M.E.I.C.
Limit Design, by C. M. Goodrich, m.e.i.c.
The Present Status of Grounding Practice with Par-
ticular Reference to Protection against Shock, by
W. P. Dobson, m.e.i.c.
Developments in Alloys During the Last Twenty
Years, by O. W. Ellis.
The Luncheons
The luncheons at the Annual Meetings are no mere
formalities. They do much to bring together old friends
whose paths may have been separated for years, and to aid
in the formation of new acquaintanceships. This year they
were exceptionally effective in these respects.
A. E. Berry, chairman of the Toronto Branch, presided
at the luncheon on Thursday. A civic welcome was extended
by J. D. McNish, K.C., on behalf of the City of Toronto, and
then Mr R. J. Magor, chairman and president of the
National Steel Car Corporation, told the story of his pre-
liminary investigations into "The War Potential of Cana-
dian Industry." Having taken a leading part in the visits
of Canadian industrialists to Britain before the war, he
was able to describe the steps taken to ascertain the lines
along which the efforts of Canadian industries could most
usefully be directed in order to build up war potential.
Montreal engineers take it seriously — from left to right-
B. R. Perry, J. E. Armstrong, R. E. Jamieson
THE ENGINEERING JOURNAL March, 1940
123
C. M. Goodrich's paper on "Limit
Design" brought forth unusually
good discussion. C. S. G. Rogers
was the chairman
During these journeys a
great deal of spade work
was done which is now
resulting in the effective
mobilization of Cana-
dian industry for war
work.
At the luncheon on
the following day, re-
tiring Vice - President
E. V. Buchanan, the
chairman, was in happy
vein. His humorous in-
troduction soon put the
meeting in the proper
mood to appreciate the
remarks of the speakers.
Following this an
address was given by
Prof. N. A. M.
Mackenzie, Professor of International Law at the Univer-
sity of Toronto. He was introduced by Professor C. R.
Young, and spoke all too briefly on a subject which he has
made his own — The Status of International Law in
the Present War. The close attention of his audience
bore witness to the importance attached by everyone
present to the questions of international law which have
been so prominent of late.
The Banquet
Always a leading feature of the annual meeting, the
Banquet this year was noteworthy because its chairman
was the retiring instead of the incoming President. This
departure from the previous custom of the Institute has
been made to permit the induction of the new President at
the close of the dinner, thus conforming with the practice of
nearly all leading engineering societies in having the new Presi-
dent assume office at the close of the annual business meeting.
President McKiel has thus had the distinction of pre-
siding at two annual banquets of the Institute, a respon-
sibility for which he was thoroughly qualified.
The principal guests at the head table were His Honour
the Lieutenan:. Governor of Ontario and Mrs. Albert
Matthews, the former honouring the Institute by consent-
ing to present the prizes and medals to the fortunate re-
cipients. President McKiel, with Mrs. McKiel, was also
supported at the head table by the speaker of the evening,
Dr. F. Cyril James, the recently appointed principal and
vice-chancellor of McGill University, the incoming pre-
sident, Dr. T. H. Hogg and Mrs. Hogg, Warren H.
McBryde, president of the American Society of Mechanical
Engineers, and Mrs. McBryde, of San Francisco, Colonel
John P. Hogan, president, and George T. Seabury, secre-
tary, of the American Society of Civil Engineers, of New
York, B. L. Thorne, president of the Canadian Institute of
Mining and Metallurgy, of Calgary, Dean C. J. Mackenzie.
Dr. Frigon tells about the Canadian Broadcasting Corporation,
while Professor Jamieson fills his pipe and Colonel Hogan
explores his coffee
president, National Research Council, and Mrs. Mackenzie,
of Ottawa, Professor R. E. Jamieson, president, Corpora-
tion of Professional Engineers of Quebec, Professor N. A. M.
Mackenzie and Mrs. Mackenzie, R. J. Magor, president,
National Steel Car Corporation, of Montreal, and Colonel
Waters, A.D.C. to the Lieutenant Governor.
Dr. James' address on The Economic Impact of the
War, was a forceful presentation of the complex economic
and sociological problems arising from the war. The
audience was impressed, not only by his knowledge of the
many ramifications of his subject, but also — and to a
marked degree — by the clarity of his views and the prac-
tical nature of the conclusions he drew.
Prior to the dance which followed the banquet, members
and guests were received by the President and Mrs. Hogg,
immediate Past-President H. W. McKiel and Mrs. McKiel,
and the chairman of the Toronto Branch, Dr. A. E. Berry
and Mrs. Berry.
The President's Dinner
A delightful preliminary to the serious business of the
meeting was provided by President McKiel who enter-
tained councillors, officers, past officers of the Institute and
some distinguished guests at dinner at the Engineers' Club,
on Wednesday evening. There were sixty-eight present.
The head table guests were Dr. Dugald Jackson, the
speaker, Professor Emeritus of Massachusetts Institute of
Technology, President-elect T. H. Hogg, Warren H.
McBryde of San Francisco, President, American Society of
Mechanical Engineers, Colonel John Hogan of New York,
President, American Society of Civil Engineers, Professor
R. E. Jamieson, President, of the Corporation of Profes-
sional Engineers of Quebec, J. W. Rawlins, President, the
Association of Professional Engineers of Ontario, Dr. W. H.
Martin, President, Canadian Institute of Chemistry, Dr.
A. Frigon, Assistant General Manager, Canadian Broad-
casting Corporation.
Dr. Jackson spoke of his interest and work on engineering
curricula with some reference to the survey which he had
just completed at the Faculty of Applied Science and
Engineering of the University of Toronto.
Dr. Hogg, who was introduced by Dean Mitchell, ex-
pressed his appreciation of the honour which had been done
him by selecting him as the next President of the Institute.
He asked for the co-operation of all members to the end
that the Institute would continue to progress throughout
him term of office.
Colonel Hogan and Mr. McBryde also spoke. They con-
veyed to the meeting the good wishes of their societies, and
each expressed regret that Canada had become involved in
war, but hoped that success would attend the allied effort
within a short time.
After dinner, adjournment was made to the lounge,
where conversations were continued to a late hour. The
success of the function was readily proved by the disin-
clination of the guests to depart.
The Ladies
On Wednesday evening the wives of officers and coun-
cillors gathered in the Toronto suite where Mrs. McKiel
and Mrs. Hogg presided over the social activities, while the
husbands attended the President's dinner at the Engineers'
Club.
On Thursday afternoon a delightful tea was held in the
library of the hotel where fifty ladies gathered. Thursday
night, of course, was very well occupied with the banquet
and dance.
Friday's programme was made up of a special tour of
Eaton's store, with luncheon in the Georgian Room. A
theatre party took up the afternoon, and rounded out a
programme that provided just the right amount of
"arranged" entertainment so that one still had time to visit
with friends in the hotel.
The members of the ladies committee deserve special
mention, and the thanks of the entire out of town delegation
is gladly accorded them.
124
March, 1940 THE ENGINEERING JOURNAL
R. J. Magor
International Press Ltd.
Dr. F. Cyril James
Professor Norman Mackenzie
Colonel J. P. Hogan, president, A.S.C.E., speaks at president's Dr. Hogg speaks at the president's dinner. Left to right — Pre-
dinner, much to the amusement of Professor Jamieson sident McKiel, W. H. McBryde, president, A.S.M.E., and J. W.
Rawlins, president, Association of Professional Engineers of
Ontario
T. R. Loudon discusses Miss
MacGill's paper
W. P. Dobson presents his paper.
Chairman E. P. Muntz is in the
background
A. D. Campbell speaks on highway
safety
Mrs. Hogg and Mrs. McKiel lunch with ladies of the Committee
Left to right — Professor R. W. Angus, E. V. Buchanan,
R. L. Dunsmore and W. P. Dobson
THE ENGINEERING JOURNAL March, 1940
125
Hon. M.E.I.C.
"Then said he, 'I am going to my Father's; and though with
great difficulty I am got hither, yet now I do not repent me
of all the trouble I have been at to arrive where I am. My
sword I give to him that shall succeed me in my pilgrimage,
and my courage and skill to him that can get it. My marks
and scars I carry with me, to be a witness for me that I have
fought His battles who now will be my rewarder.'
"So he passed over, and all the trumpets sounded for him on
the other side."
The closing paragraph of John Buchan's "Mr. Standfast"
— a quotation from "Pilgrim's Progress".
126
March, 1940 THE ENGINEERING JOURNAL
CORPORATE MEMBERSHIP CLASSIFICATION
Shortly a ballot will be submitted to members to provide
for one class of corporate membership, that of MEMBER —
m.e.i.c. This ballot, which will be sponsored by Council,
provides for a change in membership classification that was
approved without a single dissenting vote at the annual
general meeting held at Ottawa in 1939 and at Toronto in
1940. If the ballot receives the necessary two-thirds affirm-
ative vote, the present Associate Membership class will
disappear, and all Associate Members will automatically
become Members.
The basic reasons for the proposed change are two-fold.
First, a desire for clarification and simplification of the
Institute's corporate membership designations, and second,
a conviction that such clarification and simplification will
permit closer co-operation with the provincial professional
associations.
Council believes these advantages will justify the pro-
posal. It is hoped that a substantial and favourable ballot
will be recorded.
DISCUSSIONS OF ANNUAL MEETING PAPERS
An unusual number of discussions have been received
dealing with the papers presented at the Annual and Pro-
fessional Meeting, which was held in Toronto on February
8th and 9th. However, several additional members have
indicated a desire to submit discussions and therefore
further time is being made available.
In order to give time to arrange and edit all these, it is
necessary to set a closing date. Therefore all discussions
which are received at Headquarters prior to April 1st will
be eligible to appear in subsequent numbers of the Journal.
REPORT OF COMMITTEE ON WESTERN
WATER PROBLEMS
Owing to the absence of the chairman, the report of this
committee was not presented in time to be published with
the other reports. It was presented to and accepted by
Council on February 7th, 1940.
The President and Council:
Your Committee has been keeping closely in touch with
all matters relating to "Western Water Problems" and is
very much exercised over the situation developing in regard
to the international waters of the St. Mary's and Milk
Rivers. In the symposium of papers presented at the last
annual meeting attention was drawn to Canada's precarious
position but no active steps have as yet been taken to re-
trieve it, while on the American side of the boundary works
are nearing completion that will enable the Americans to
put to beneficial use not only their own share of the water
but also a substantial portion of ours. As our right to the
water is contingent upon our putting it to beneficial use,
we are likely to lose it forever unless prompt action is taken.
This means that the existing irrigation users on the Canadian
side will suffer a deficiency in water supply in perpetuity
and that a tract of several hundred thousand acres south
and east of Lethbridge that could be made highly productive
under irrigation will remain permanently waste land.
The implications of the question are such that we have
to be sure of our ground. To this end your Committee is
nominating a local sub-committee to prepare a detailed
report setting out the facts insofar as they can be ascer-
tained regarding:
(a) The international aspects of the problem.
(b) The portion of Canada's share of the waters of each
stream the United States could put to beneficial use now
or upon completion of the works under construction.
(c) How much storage would be required to provide the
existing Canadian users with an adequate water supply.
(d) How much suitable land is available that it would be
feasible to irrigate from these rivers and what water supply
would be required.
(e) What storage and other works would be necessary
to make the requisite amount of water available or such
portion of it as is economically feasible.
(f) The engineering problems likely to be encountered in
the design and construction of the necessary works with
particular regard to the foundation and unwatering con-
ditions at the sites of any major dams.
(g) Estimates of cost, suitability of land for irrigation,
number of families that could be supported thereon, the
value of the crops that could be raised and any other in-
formation bearing on the economic feasibility of the under-
taking as a whole.
With this report in hand, the main committee would be
in a position to make its recommendations to Council as
to what action, if any, the Engineering Institute should take.
Respectfully submitted,
G. A. Gaherty, m.e.i.c.
THE "FIRST ENGINEER" IN HALIFAX
At noon of the same day on which Dean McKiel signed
the co-operative agreement with the Association of Pro-
fessional Engineers of Nova Scotia, he spoke to the mem-
bers of the Commercial Club of Halifax at the Halifax
Hotel. The meeting was held under the chairmanship of
Harold S. Johnston, m.e.i.c, and in honour of the guest
speaker, several other members of the Institute were
invited guests.
It was interesting to read a special dissertation on the
Institute emblem — the beaver, which appeared on the
printed programme. It is reprinted here in part so that
other members, as well as those in Halifax may enjoy it.
"The First Engineer was the beaver. He was also the
first lumberman, hydro-electrical engineer, civil engineer,
tunneller, and trench digger. He cut down the forest, made
dams, storage ponds, bridges, and houses with compart-
ments where he could conserve and preserve his food. He
co-operated with his fellows and established the first tele-
graphic communication system in the world. This he did
by wagging his tail, thereby instituting for the first time
the Wig Wag System. He also established the first co-
operative with regard to the storage and supplying of food
materials. For his defence he became the builder of the
first Maginot Line, and he has preserved his identity down
through the ages. What advances the present day engineers
have made on the system established by this industrial
animal you will probably hear sometime during the day.
From him the present day generation can learn co-operation
in the face of a common enemy. If the democratic nations
of this world would adopt the habits and customs of the
beaver instead of the monkey, we could wipe Hitlerism
from the face of the earth forever."
DISCUSSION ON THE 18-FOOT DIAMETER STEEL
PIPE LINE AT OUTARDES FALLS, QUE.
Erratum
One of the contributors to this discussion, Mr. H. C.
Boardman, of the Chicago Bridge and Iron Company,
Chicago, 111., calls our attention to a typographical error
which occurred in the publication of his comments in the
January, 1940, issue of the Journal, p. 12.
The equations I, II, III and IV, p. 12, column two, are
incomplete since in each one the entire expression following
the first term to the right should be between brackets, as
follows :
M i = KQR/
I.
II. M2„
III. Ml,
2ir \
A cos u + sin A (u sin u) — (i"-A)
«Bcosu-
27T I
-sin A (ir — u) sin u + A
( 1+ r) }
kQRf
27T I
1 + cos A (u sin u) + C cos u
IV.
M2 R =^( 1-
R 2v I
-cos A (tt — u) sin u -f- D cos
']
THE ENGINEERING JOURNAL March, 1940
127
DR. THOMAS H. HOGG, C.E., D.Eng., M.E.I.C.
PRESIDENT OF THE ENGINEERING INSTITUTE OF CANADA, 1940
One of the best known names in the engineering profession
in Canada is that of the new president of The Engineering
Institute of Canada. This is due to the personality and
accomplishments of the man himself, and to the importance
and prominence of the position he occupies. At the annual
banquet, on the evening of Thursday, February 8th,
Thomas H. Hogg was conduct-
ed to the presidential chair by
the out-going president, Dean
H. W. McKiel, and was receiv-
ed with great applause by the
audience of four hundred
people.
After thirty-six years of
membership in this society
Dr. Hogg has attained to the
greatest honour that lies with-
in the power of the Institute
to give. He is a worthy succes-
sor to the long line of dis-
tinguished engineers who have
headed the Institute in the
fifty-three years of its exist-
ence. The welfare of the or-
ganization, as well as its tradi-
tions are in safe hands, and
beyond a doubt the year 1940
will see a continuation of the
healthy progress that has been
so apparent over a great period
of time.
It is surely appropriate that
Dr. Hogg should have been
born at Chippawa, Ontario,
the subsequent centre of such
great hydro-electric activity
and power development. It is
almost as though the circum-
stances of his career were born
with him. The story of Chippawa — the story of the Hydro-
Electric Power Commission of Ontario, and the story of
the man who now heads that great organization, all run
parallel.
He was graduated from the School of Practical Science
in 1907 and from the University of Toronto with the
degree of B.A.Sc. in 1908. His professional degree of C.E.
was won in 1912, and the degree D.Eng. (honoris causa) in
1927. After a term spent as demonstrator in applied
mechanics at the University 'of Toronto he joined the
Ontario Power Company, Niagara Falls, in 1909, and was
engaged in draughting, designing, surveying and con-
struction work with this Company until 1911, when he
became managing editor of the Canadian Engineer in
Dr. Thomas H. Hogg, C.E., D.Eng., M.E.I.C
Toronto. After eighteen months at the editor's desk he
joined the staff of The Hydro-Electric Power Commission
of Ontario as assistant hydraulic engineer in 1913, became
chief hydraulic engineer in 1924, chief engineer Hydraulic
and Operating in 1934, and later chief engineer. In 1937
he was appointed to the position he now holds, namely,
chairman and chief engineer
of The Hydro-Electric Power
Commission of Ontario.
Dr. Hogg has an international
reputation as an hydraulic en-
gineer and has been largely
responsible for the design of
many of the Commission's
power plants. He has served
also as consulting engineer
to the governments of the
Dominion of Canada, to the
Provinces of Ontario and
Manitoba, to the Nova
Scotia Hydro-Electric Power
Commission, and in connec-
tion with numerous other
power projects throughout
Canada. He represented the
Ontario Government in the
preparation of the report on
the St. Lawrence Waterways
Project by the conference of
Canadian Engineers and in
the recent international nego-
tiations in connection with
the St. Lawrence Waterways.
He is a member of the Lake
of the Woods Control Board.
He has actively participated
in meetings of the World
Power Conferences, and pre-
sented a paper on "Recent
Trends of Water Power Development in Canada" before
the Second Conference in Berlin in 1926. At the Third
World Power Conference at Washington in 1936 he was
a member of the Canadian National Committee and also
an official Canadian delegate.
Dr. Hogg is a Member of the Institution of Civil Engineers
of Great Britain, a Member of the American Society of
Civil Engineers, a Fellow of the American Institute of
Electrical Engineers, and a Member of the Association of
Professional Engineers of the Province of Ontario. He
joined The Engineering Institute of Canada (Canadian
Society of Civil Engineers) as a Student in 1904, was trans-
ferred to Associate Member in 1912, and to Member in
1922.
128
March, 1940 THE ENGINEERING JOURNAL
ADDRESS OF THE RETIRING PRESIDENT
DEAN H. W. McKIEL, m.e.i.c.
Delivered before the Fifty-Fourth Annual General Meeting of The Engineering Institute of Canada,
Toronto, Ont., February 8th, 1940
The programme of an annual meeting usually provides
for an address by the retiring President; in fact this par-
ticular programme calls for a Presidential Address. That,
however, is much too dignified a title for what I intend to
say.
Before beginning the topic which I have chosen, may I
again say what a pleasure it has been to be your President
during the past year and how greatly I appreciate the
support accorded me by the vice-presidents and coun-
cillors. I also wish to compliment the Treasurer, our
Secretary, and his staff for the capable and efficient way
in which they have performed their duties. The work of all
committees has been most satisfactory, and the thanks of
our membership are due their chairmen and members. I
would especially like to refer to the improving financial
condition of the Institute, the improvement in our head-
quarters building and its furnishings, and the activities of
three particular committees, whose work I believe will have
far-reaching results. The first of these is the Committee
on Professional Interests, which, under the chairmanship
of Vice-President Newell, last year brought about the
co-operative agreement in Saskatchewan, followed this year
by a similar agreement in Nova Scotia. The second is the
Committee on International Relations, under the chairman-
ship of Past-President Challies, who did such effective work
in connection with the proposed international meeting in
New York. We all deeply regret that circumstances involv-
ing the declaration of war compelled the cancellation of
this meeting. The third committee to which I wish to call
attention is that which, under the chairmanship of Mr. H.
F. Bennett, is considering the welfare of the young en-
gineer. This committee has already amassed a considerable
amount of information and is well started on its work. In
any consideration of the work of the year, the registration
of technical men for voluntary service, in which the
Institute participated, should certainly have a place. In
closing this short discussion of Institute matters, may I
refer to my tour of the branches, and to the great inspira-
tion and increased understanding of Institute affairs which
it brought me. I feel that this tour should be undertaken
by every President, when possible, and that preferably it
should be made in the early part of his term of office.
After considerable thought I have chosen as my subject
for this afternoon, "The Engineer as a Citizen." While
realizing my own inadequacy to deal with such a topic, its
importance at the present time is an ample excuse for my
temerity in introducing it. With the outbreak of war and
Canada's assumption of her responsibilities as a member of
the British Commonwealth of Nations, the engineers of
Canada have rushed to enlist, and where this privilege has
been denied them they have insistently demanded to know
how else they can be of service. We all realize the value
and privileges of a democratic form of government, and
when such is threatened from without, we also recognize
the responsibility which democracy lays upon us indi-
vidually. We demand the right to defend it, no matter
what the cost. The engineer is second to none in this demand
as the events of the last war and the present situation
abundantly demonstrate.
This raised the question in my mind, "Is the engineer
equally willing to recognize his responsibility to a demo-
cratic government in time of peace ?" If there be such a
responsibility in ordinary times, how should it be met ?
The strength and weaknesses of dictatorships are evident;
they depend only on the will of one man, or at the most,
of a small group. But the strength of a democracy depends
on the active and earnest co-operation of many individuals
working together for the common good. Its weakness lies
in the failure of many of these individuals to recognize this
condition and to assume their responsibility contingent
upon it. Do engineers as individuals and as a profession
recognize this obligation, except in time of stress ?
Democracy must necessarily be served by intelligent
citizens who are prepared to study the many questions
confronting it and to bring to bear on these questions the
analytical power of trained minds. Who is better qualified
to do this than the engineer or scientist, whose whole
training in mathematics and natural science is designed to
develop such critical and impartial analysis ? Who is more
accustomed to securing data, carefully weighing all evidence
and then making a definite pronouncement, with the full
expectation that his finding will only be accepted after it
has been tested and proved by other independent investi-
gations ? Who, then, but the engineer and scientist should
be in the forefront of those dealing with the many problems
bewildering democracy today ? This happy condition, how-
ever, has not yet been realized, largely, I think, because
the very habit of mind which the engineer's training and
practice have developed makes him reluctant to deal with
problems of the type involved. The engineering mind con-
cerns itself only with exactness and with plans based on
determinate and predictable factors. As a result engineers
have as yet been little interested in the field of national
economics, and have done very little to aid those who are
dealing with the problems involved in this field.
In spite of their present lack of interest, however, I
believe that the future of democracy lies in the hands of
men with the training of the engineer, but with a greater
breadth of view. May I quote from an address by Henry
A. Wallace,* United States Secretary of Agriculture, who
has said: "There is something about engineering that tends
to lay emphasis on logical, cold, hard, lifeless facts. Nearly
all engineers have suffered the remorseless discipline of
higher mathematics, physics and mechanics ... As a result
the engineer sometimes imputes a value to precise mathe-
matical reasoning that it does not always have. There is
such a thing as life, and the mathematics of life is as far
beyond the calculus as the calculus is beyond arithmetic . . .
It seems to me that the emphasis of both engineering and
science in the future must be shifted more and more toward
the sympathetic understanding of the complexities of life,
as contrasted with the simple, mathematical, mechanical,
understanding of material production." The engineer, then,
while retaining his habits of critical analysis and cold logic
must adapt his reasoning to the conditions found in the
social sciences where the number of variables is legion and
many of the factors are but slightly predictable. He must
lose his scorn of the sociologist and economist, and recognize
that while his own field of investigation has the authority
of long tradition, that of political and social science has
had but a short fife outside the realm of philosophical
speculation; that the methods of this field are but poorly
developed as yet, and that the exactness of natural science
will never be possible. In short, the engineer must recognize
that the type of investigation most urgently needed now
in the social field is the very type to which he has been
accustomed, but with some modifications suitable to the
different conditions encountered. Again quoting from
Secretary Wallace: "I would be the last to suggest that the
engineer abandon the precision of his thinking and his
•An address before the American Association for the Advancement of Science, Boston,
December 29, 1933.
THE ENGINEERING JOURNAL March, 1940
129
honesty in facing facts. I am merely asking that the same
qualities be brought to bear, in so far as possible, on the
more complex situations which have to do with living
organisms and our social life. In brief, then, we wish a
wider and better controlled use of engineering and science."
The engineer with the broadened attitude thus suggested
would note the change which has come over industry in
the past quarter century. He would see that our prosperity
is a function of an expanding industry; that during the last
century this expansion was largely due to an expanding
national frontier; but that with the coming of this century
the limit of this material type of expansion was reached,
and that future expansion must be of a different kind.
Professor Allan Fisher of the Royal Institute of Inter-
national Affairs, London, in his book, "The Clash of Pro-
gress and Security" divides industry into three parts: the
primary industries, concerned with the production of food
stuffs and raw materials; the secondary industries, whose
function it is to modify the form and thus enhance the
usefulness of these simpler physical products; and the
tertiary industries, which cater to the whims and luxury
desires of man, and whose output consists largely of personal
services. He finds that industrial development has been
successively centred in these divisions and that with the
coming of the present century American industry entered
the third part. This, if it be so, would mean that industrial
expansion of the future must lie in this third field and is
only attainable by continually raising the standard of
living. In such a condition President Wickenden foresees
a greater development of planned economics; not those as
enforced by dictatorships in which past experience is dis-
regarded, but those based on a sound understanding of
the social structures.* Hence the engineer of the future
will find himself in a field which requires close acquaintance
with more than the laws of mathematics and the natural
sciences.
The engineer should also recognize that some of our most
pressing problems today, if not actually due to his activities,
are associated directly with them. For example, unemploy-
ment, in many cases the result of technological advances,
should receive his attention. While it is perfectly true that
in the long run technical improvement in industrial pro-
cesses provides more jobs than it destroys, yet this gives
scant comfort to those thrown out of employment during
the period of adjustment to the new conditions. Again
many of our housing difficulties and slum conditions arise
from centralization of industry, a process in which engineer-
ing has played a major part. One might cite many similar
problems with an engineering background toward the
solution of which we might individually and collectively do
a great deal.
Certain national problems might well be discussed in
engineering bodies, where an impartial but searching
analysis could be assured. We find medical groups discuss-
ing various phases of national health, legal men in their
meetings dealing with types of national legislation. Why
should not we deal with engineering questions of a national
character ? We can find precedent for this, for an outstand-
ing study of the Canadian railroad problem has been
written by a member of this Institute, as have several
analyses of the deep waterways question. We have also
devoted at least two annual meetings to the discussion of
problems of national importance. This practice should be
encouraged and extended.
Another field in which the engineer should be able to
contribute materially to the national welfare is in regard
to the relations between capital and labour. Himself usually
an employee, yet by virtue of the work in which he engages
a representative of capital, he should be able to explain
the aims and objectives of each to the other so that many
causes of friction would disappear. With his help and by
wise planning, dislocations attendant upon major changes
in industrial processes and machinery may be greatly
reduced or even eliminated. This is not mere theory, for
such an experiment has been recently tried in the textile
mills of the south. Here by the introduction of multiple
looms a considerable saving in labour was effected. An
investigation of the results of this policy was made by
Prof. E. D. Smith of Yale University*, who found that in
those mills where, before the change was made, labour and
management were brought together to discuss the probable
results, adjustments were made which resulted in the almost
total avoidance of friction, but where the change was simply
put into effect without previous preparation, opposition at
once developed. Here then is another opportunity for the
engineer.
Hitherto the engineer has been engrossed with his tech-
nologic and scientific problems and has made enormous
advances in these fields. He has paid but little attention,
however, to the social results of this progress. He has con-
sistently left the application of his advances to others, sure
in his belief that they must prove of great advantage to all.
We are told that the scientific advances of the past century
are as nothing in comparison with those to come in the
next, and we have today clear proof of the dislocation of
our social and economic structure produced by the advances
and methods of the past. Is it not time, then, that the
engineer concerned himself more directly with the economic
results of his labours instead of leaving that enquiry to
others ?
With future conditions uncertain, the complications in-
troduced by post war adjustments will aggravate the
situation. Those best competent to judge, believe that we
shall see an enlargement of governmental supervision of
business and industry rather than a reduction. Thus it
becomes imperative that careful study be given to national
and industrial matters if democracy is to survive. This, I
feel, should be a challenge to the engineer, and especially
to the young engineer, to take a broader view than he has
in the past. When the individual engineer and the pro-
fession recognize the responsibility of citizenship, as no
doubt they will, then we shall have gone a long way toward
curing the ills of our day. Furthermore I believe that such
action will benefit for the profession as well, not only in
the esteem in which it is held by the public, but also in a
material way.
Lest my attitude be misunderstood, let me make it plain
that I do not advocate socialism, communism or any of
the other panaceas for our ills which are being advanced
today, nor do I support any move to adopt trade union
policies in engineering relations. It is rather my hope that
through a broadening of the engineer's attitude toward
social problems, such pitfalls may be avoided, since difficul-
ties courageously faced are already half overcome.
There is not time for a discussion of the way in which
this public consciousness on the part of the engineer may
be awakened, though I think the beginning must be made
in his period of training. This opinion is shared by President
Roosevelt, who recently addressed an open letter to the
engineering educators of the United States in which he
questioned the suitability of engineering training, as pre-
sently constituted, to meet the changing conditions of the
present and future. Many educators, themselves, had
already expressed doubts in this connection, so we find the
matter under earnest consideration by many bodies on this
continent today, including our own Committee on the
Welfare of the Young Engineer.
Many believe, however, that unless the engineers of the
future, and others with similar training, give more attention
to the social and political structure of our country, then
democracy will experience hard and perhaps even desperate
days. The responsibility is ours. Shall we measure up to it ?
•The Young Engineer Facing To-Morrow — Mechanical Engineering, May, 1939.
•Technology and Labour — E. D. Smith.
130
March, 1940 THE ENGINEERING JOURNAL
MEETINGS OF COUNCIL
A meeting of the Council was held at the Royal York
Hotel, Toronto, Ontario, on Wednesday, February 7th,
1940, at ten o'clock a.m.
There were present: President H. W. McKiel in the chair;
Past-Presidents G. J. Desbarats, A. J. Grant, O. 0. Lefebvre
and C. H. Mitchell; Vice-Presidents E. V. Buchanan (Prov-
ince of Ontario), and R. L. Dunsmore (Maritime Prov-
inces); Councillors B. E. Bayne (Moncton), J. L. Busfield
(Montreal), P. E. Doncaster (Lakehead), R. H. Findlay
(Montreal), A. B. Gates (Peterborough), O. Holden
(Toronto), T. H. Jenkins (Border Cities), A. Larivière
(Quebec), H. A. Lumsden (Hamilton), W. R. Manock
(Niagara Peninsula), B. R. Perry (Montreal), A. U. Sander-
son (Toronto), J. A. Vance (London), H. J. Vennes (Mont-
real), and E. Viens (Ottawa) ; Treasurer deGaspe Beaubien,
Secretary Emeritus R. J. Durley, General Secretary
L. Austin Wright, and Louis Trudel, Assistant to the
General Secretary; President-elect T. H. Hogg; Vice-
Presidents Elect McNeely DuBose (Province of Quebec),
and J. Clark Keith (Province of Ontario) ; Councillors-Elect
J. G. Hall (Montreal), W. L. McFaul (Hamilton), C. K.
McLeod (Montreal), J. H. Parkin (Ottawa), and C. E.
Sisson (Toronto). The following were also present by invi-
tation: Colonel J. P. Hogan, President, and Mr. George T.
Seabury, Secretary, of the American Society of Civil
Engineers; Mr. W. H. McBryde, President, American
Society of Mechanical Engineers; Dr. W. L. Malcolm, Dean
of Engineering, Cornell University; Ernest Brown, Dean
of the Faculty of Engineering, McGill University; J. W.
Rawlins, President, and W. P. Dobson, Past-President of
the Association of Professional Engineers of Ontario;
Professor R. E. Jamieson, President of the Corporation of
Professional Engineers of Quebec; K. M. Cameron, Chief
Engineer, Department of Public Works of Canada ; Colonel
R. E. Smythe, Director of the Technical Service Council;
G. A. Gaherty, chairman of the Committee on Western
Water Problems; H. F. Bennett, chairman, and R. E.
Heartz and R. F. Legget, members of the Committee on
the Training and Welfare of the Young Engineer; Fraser S.
Keith, J. A. McCrory and Geoffrey Stead, former members
of Council; J. J. Spence, Secretary-Treasurer of the Toronto
Branch; and the following branch chairmen: J. R. Dunbar
(Hamilton), A. W. F. McQueen (Niagara Peninsula), and
A. E. Pickering (Sault Ste. Marie). All councillors and guests
were welcomed by President McKiel.
A report was presented from the Committee on Western
Water Problems stating that they had appointed a local
committee to make a study of the situation developing in
regard to the international waters of the St. Mary's and
Milk Rivers. This report was accepted with appreciation.
In regard to the rearrangement and rewording of the
Institute by-laws, the Secretary Emeritus was requested to
complete a draft which he had prepared, embodying in it
the results of the forthcoming ballots for amendments and
then submit it to the Council for further consideration.
A letter was presented from the Hamilton Branch extend-
ing a cordial invitation to the President and Council to
hold the 1941 Annual General Meeting of the Institute
in the City of Hamilton.
After some discussion, and an expression of appreciation
of the Hamilton invitation, the Secretary was directed to
present the invitation to the first meeting of the new
Council following the Annual General Meeting.
Approval was given to a proposed amendment to para-
graph 3 of Section 5 of the Toronto Branch by-laws.
A number of applications were considered, and the fol-
lowing elections and transfers were effected:
Elections
Members 2
Juniors 2
Students Admitted 11
Transfers
Junior to Associate Member 1
Student to Associate Member 4
Student to Junior 3
Mr. Perry drew attention to the recent incorporation,
under Dominion charter, of a society apparently concerned
with the activities of "engineers," and felt that some attempt
should be made to discourage the further granting of char-
ters to such bodies in Canada.
Professor Jamieson pointed out that this matter was also
of interest to the professional associations, who had taken
steps to prevent the issuance of letters patent to such
bodies under provincial legislatures, but the provincial
associations could take no action on Federal applications.
The continued issuance of such letters patent was a matter
of importance to the Institute. Members present agreed
with Professor Jamieson, and on the suggestion of the
President it was decided to bring the matter up for further
consideration at the next meeting of Council.
The meeting adjourned at one o'clock and reconvened at
two-thirty p.m. with President McKiel in the chair.
In presenting the report of the Committee on the Train-
ing and Welfare of the Young Engineer, Mr. Bennett
stated that his committee would suggest to Council that a
definite programme of student guidance should be under-
taken with a view of enabling the young engineer, during
his university course, to realise more fully his professional
status. The committee hoped to prepare a booklet giving
the Canadian point of view in this matter.
President McKiel spoke of his interest in the work of
this committee, as he had been responsible for its estab-
lishment. In his contacts with the branches he had found
that the membership generally was greatly concerned in
this committee's work as being vital to the interests of the
engineering profession. He complimented Mr. Bennett and
his committee on the work which they had already accom-
plished.
Dean Brown thought that university authorities could
benefit greatly by receiving the opinion of engineers active
in the profession. He did not believe that a five-year
engineering course after honour matriculation was possible.
It had not been practicable to establish it at McGill. The
university course should be of a fundamental nature, and
should include, if possible, instruction in public speaking,
English, business administration, engineering law and
economics. Such things, however, should be introduced
only into the latter years of the course.
Mr. McQueen thought that there was little use of in-
cluding such subjects as a side line. They should be made a
regular requirement.
Dr. Malcolm stated that the entrance requirements for
Canadian engineering schools, so far as he knew them, were
greatly superior to the entrance requirements of correspond-
ing institutions in the United States, and in his opinion the
basic training in Canadian engineering schools was better
than that given in the United States. This was of great
importance. Students should be thoroughly grounded in
mathematics, physics and chemistry.
Professor Jamieson agreed with Dr. Malcolm, but pointed
out the difficulties in teaching fundamental subjects in a
broad scale, and at the same time equipping the student
to meet the specific needs of industry. To crowd all this
into a four-year course was almost impossible. Most pro-
fessors had considerable contact with professional practice,
but in every instance the faculties would be glad of sug-
gestions of a constructive nature rather than indefinite
suggestions to the effect that the student should be given
"more of this and more of that." The difficulties of the
engineering schools in the apportionment of the available
time were formidable.
Speaking as a man who engages engineers, Mr. Parkin
felt that unless engineering courses can be extended beyond
four years it would seem that engineers are not prepared
to pay the price of having their calling regarded as a pro-
THE ENGINEERING JOURNAL March, 1940
131
fession. Possibly the same effect could be obtained if the
length of the academic year could be increased by short-
ening the vacation periods. The final year or years should
be given over to post graduate study.
Dean Mitchell explained that at Toronto the five-year
course had been under consideration for a long time and
had been proposed on several occasions, but had not been
found practicable.
Mr. Rawlins was of the opinion that if the training period
could not be increased, more attention should be given to
preliminary training in high schools.
Mr. Dunsmore, as an employer of engineers, thought
that the man with sound fundamental training was best
suited to enter the industrial field. He preferred the graduate
who had a broad understanding of the essentials, and was
thus prepared to accept specialized training in the industry.
He thought it might be possible for industry to advise the
universities on the branches of engineering in which there
was likely to be the most substantial demand.
Colonel Smythe drew attention to the position of the
young graduate in relationship to the engineering societies.
So many organizations were available to the young man
as to confuse him. Organizations like the Engineering Insti-
tute should simplify the situation. Industry might well
provide suitable work for undergraduates. Work of this
kind had been well done by the Hydro-Electric Power
Commission of Ontario.
Dr. Lefebvre, a member of the Board of Administration
of the Ecole Polytechnique, remarked that this school from
the very first had adopted general courses in engineering.
He was entirely in favour of the recommendations made by
Mr. Bennett's committee.
Colonel Hogan agreed with Dr. Malcolm that in the
United States one of the greatest difficulties was the lack
of proper preliminary training. Excellent work had been
done by the American Society of Civil Engineers in estab-
lishing Junior Chapters in the colleges.
Mr. McBryde thought that a general college course was
more applicable than a specialized one, largely because it
is almost impossible for a student to know which branch
of engineering he is likely to follow.
Mr. Cameron expressed the opinion that vocational
guidance after college years was extremely valuable.
After further discussion it was decided to recommend
to the incoming Council that Mr. Bennett and his com-
mittee be asked to continue their investigations.
Colonel Smythe, who was present by invitation, sub-
mitted a proposal for co-ordination of the various engin-
eering employment agencies throughout Canada. After out-
lining the history of the Technical Service Council, he
stated that he had communicated with the university
authorities and with the Engineering Institute, suggesting
the desirability of merging the considerable number of
agencies which are at present operating such employment
services. In his opinion a national technical employment
service should be carried on through the universities, with
some central organization co-ordinating and directing the
work. He hoped that The Engineering Institute, along with
other bodies, would aid in financing such a co-operative
effort.
The General Secretary remarked that he had frequently
discussed this matter with Colonel Smythe during the past
two years. There were many difficulties in arriving at a
satisfactory solution, some of which he mentioned. The
employment department of the Institute was of great value
to its members, but anything that could be done to improve
such service on a national basis was something in which
the Institute should be vitally interested. Mr. Wright would
suggest that a committee be appointed to investigate the
matter further and to reach some definite conclusion as
soon as possible. After further discussion it was decided to
recommend to the incoming Council the appointment of
such a committee to consider the situation in consultation
with Colonel Smythe.
President McKiel, in closing the meeting, expressed
appreciation of the co-operation he had received from all
members of Council throughout the year.
The Council rose at five forty-five p.m.
A meeting of the new Council was held at the Royal
York Hotel, Toronto, Ontario, on Friday, February 9th,
1940, at two forty-five p.m., with President T. H. Hogg
in the chair. There were also present: Past-Presidents
J. B. Challies, G. J. Desbarats and H. W. McKiel; Vice-
President McNeely DuBose; Councillors J. L. Busfield,
P. E. Doncaster, R. H. Findlay, J. G. Hall, W. R. Manock,
W. L. McFaul, C. K. McLeod, J. H. Parkin, A. U. Sanderson
and J. A. Vance; Past Vice-President E. V. Buchanan;
Past-Councillors B. E. Bayne, 0. Holden, H. J. Vennes
and E. Viens; Messrs. G. A. Gaherty, H. F. Bennett and
R. L. Dobbin; Secretary-Emeritus R. J. Durley, General
Secretary L. Austin Wright, and Louis Trudel, Assistant
to the General Secretary.
Formal appointments were made of L. Austin Wright
as General Secretary, and deGaspé Beaubien as Treasurer.
The Finance Committee and the Committee on Professional
Interests were appointed as follows:
Finance Committee F. Newell, Chairman
J. E. Armstrong
deG. Beaubien
G. A. Gaherty
J. A. McCrory
Professional Interests J. B. Challies, Chairman
0. O. Lefebvre, Vice-Chairman
G. A. Gaherty
H. W. McKiel
F. Newell
C. E. Sisson
Other committee appointments were made as follows,
with a request that the various chairmen submit the names
of the other members of their committees for approval at
the next meeting of Council.
Papers Committee J. A. Vance, Chairman
Library and House B. R. Perry, Chairman
Publication C. K. McLeod, Chairman
R. DeL. French, Vice-Chairman
Board of Examiners R. A. Spencer, Chairman
1. M. Fraser
W. E. Lovell, with power to add
International Relations J. M. R. Fairbairn, Chairman
J. B. Challies, V ice-Chairman
Western Water Problems G. A. Gaherty, Chairman
Deterioration of Concrete Structures. .R. B. Young, Chairman
Membership K. 0. Whyte, Chairman
Radio Broadcasting G. McL. Pitts, Chairman
The Young Engineer H. F. Bennett, Chairman
Past-Presidents' Prize R. DeL. French, Chairman
Duggan Medal and Prize F. P. Shearwood, Chairman
Plummer Medal F. Gordon Green, Chairman
Representative on the Canadian
Chamber of Commerce de Gaspé Beaubien
An invitation from the Hamilton Branch to hold the
1941 Annual General Meeting in Hamilton was considered,
together with a verbal invitation from Mr. Doncaster that
the meeting be held in Winnipeg or in that vicinity so that
more members from that area might be able to attend. It
was felt that it was a little early in the year to reach a
decision, and it was decided to postpone consideration until
a later meeting of Council.
Past-President Challies suggested that it might be advis-
able to review all the Institute honours and awards so their
relative importance might be preserved, their real purposes
properly co-ordinated, and continuity of policy be guar-
anteed. Council favoured the suggestion, and asked that
definite recommendation be made by Dr. Challies and other
past-presidents.
Past-President McKiel said he would like to take this
opportunity to express in the form of a motion his appre-
ciation to the Toronto Branch for the very efficient manner
in which the Annual Meeting had been conducted. The
motion was seconded by Mr. Findlay and carried unani-
mously.
The Council rose at four forty-five p.m.
132
March, 1940 THE ENGINEERING JOURNAL
NEWLY ELECTED OFFICERS OF THE INSTITUTE
McNeely DuBose, m.e.i.c, is the newly elected vice-presi-
dent for the province of Quebec. Mr. DuBose was born in
North Carolina, U.S.A., and was educated at the North
Carolina State College, Raleigh, where he received the
degree of Bachelor of Engineering in 1912. He was with
various power companies in the United States and in 1919
became superintendent of the Talassee Power Company.
He came to Canada in 1925 as superintendent of the
Aluminum Company of Canada, Limited. In 1926 he was
made general superintendent of the Saguenay Power Com-
pany Limited, at Arvida, Que. He is at present general
manager of the company. Mr. DuBose is also president of
the Saguenay Electric Company and director of the
Saguenay Transmission Company, Limited, and of the
Alma and Jonquière Railway Company.
J. Clark Keith, a. m.e.i.c, general manager of the Windsor
Utilities Commission is the newly elected vice-president for
Ontario. Born at Smiths Falls, Ont., he was educated at
the University of Toronto where he obtained his degree of
Bachelor of Applied Sciences, with honours in 1911. From
1912 to 1920, he was municipal engineer with the city of
Moose Jaw, Sask. In 1920 he was appointed deputy chief
engineer of the Essex Border Utilities Commission, Windsor,
Ont., and the following year was made chief engineer. In
1932, Mr. Keith became business administrator of the
Metropolitan General Hospital in addition to his other
duties and in 1934, he was made chief executive officer of
the commission. In 1935, he was appointed finance comp-
troller of the new city of Windsor which included Windsor,
Walkerville, Sandwich and East Windsor. With the merging
of the four municipalities, the functions of the Essex Border
Utilities Commission were assumed by the Windsor Utilities
Commission of which Mr. Keith is now general manager.
W. S. Wilson, a. m.e.i.c, the newly elected vice-president
for the Maritime Provinces, was born in Lincolnshire,
England, and educated at Middlesborough Technical Col-
lege. After several years engineering experience in England,
he came to Canada in 1917 as an assistant chief draughtsman
with the Dominion Iron and Steel Company, Limited, at
Sydney, N.S. A year later, Mr. Wilson became technical
engineer of the company. In 1928 he was appointed assistant
chief engineer and in 1931 chief engineer. Since 1936, he
has been chief engineer of the Dominion Steel and Coal
Corporation, Limited, at Sydney, N.S.
G. P. F. Boese, a. m.e.i.c, Department of Natural Re-
sources, Canadian Pacific Railway, Calgary, is the newly
elected councillor for the Calgary Branch. He was born in
Worcestershire, England, where he was educated. Coming
to Canada in 1907 he entered the Engineering Department
of the Canadian Pacific Railway at Ottawa the same year
and his services with the company, except for approximately
two years during the Great War when engaged in munitions
and military work, have been continuous. As instrumentman
in 1909, resident engineer in 1912, he was engaged on main-
tenance, location and construction work in Eastern Canada
and on the Lake Superior Division. In 1917 he became
assistant engineer in connection with the operation of the
Canadian Pacific Railway irrigation systems in Alberta
and has held his present position as assistant to the chief
engineer of the Department of Natural Resources most
of that time. He was secretary for the Western Professional
meeting of the Institute held at Banff in 1925 and was
chairman of Calgary Branch in 1934-35.
I. W. Buckley, a. m.e.i.c, the newly elected councillor for
the Cape Breton Branch, was born at Manchester, England,
where he was educated. After several years with Messrs.
Gallway's Limited, at Manchester in mechanical and con-
struction work, he joined the British Westinghouse Com-
pany and remained with them until 1907 when he came to
Canada as a maintenance and operating engineer in steel
rolling mills of the Dominion Iron and Steel Company, at
Sydney, N.S. From 1922 until 1932, he was sales and
operating engineer with the Iona Gypsum Products Limited
at Sydney. Later he was with the Canadian Fairbanks
Morse Company, erecting Diesel engines and pumping
equipment. At the present time he is in charge of the oper-
ation of the limestone dust mill of the Dominion Coal
Company at Glace Bay, N.S.
I. M. Campbell, a.m. e. i.e., the newly appointed councillor
for the Lethbridge Branch, was born in Scotland where he
was also educated. He came to Canada in 1907 and entered
the Canadian Pacific Railway as a chainman at Souris, Man.
In 1913, he was resident engineer at Kenora, Ont., He went
overseas with the Canadian Railway Troops and upon his
return to Canada in 1919 he went back with the Canadian
Pacific Railway as roadmaster at Dryden, Ont. In 1920 he
was appointed division engineer at Winnipeg and in 1923
was transferred to Moose Jaw, Sask., in the same capacity.
Since 1933, Mr. Campbell has been division engineer at
Lethbridge, Alta.
A. L. Carruthers, m.e.i.c, has been elected councillor for
the Victoria Branch. He was born in Sarnia Township, Ont.,
and received his education at the University of Toronto.
In 1904, he joined the Canadian Northern Railway and
was employed as bridge inspector, resident engineer and
division engineer until 1917 when he was appointed district
McNeely DuBose, M.E.I.C. J. Clark Keith, A.M.E.I.C.
THE ENGINEERING JOURNAL March, 1940
W. S. Wilson, A.M.E.I.C.
133
engineer at Prince Rupert for the Department of Public
Works of the province of British Columbia. In 1923, he
became bridge engineer with the Department at Victoria,
B.C., a position which he still holds.
J. H. Hall, m.e.i. a, a newly elected councillor for the
Montreal Branch, was born at Cornwall, Ont. Following
graduation from McGill University in 1921 with the degree
of B.Sc, Mr. Hall was engineer and assistant superintendent
of the Back River Power Company until 1924 when he
joined the staff of the Combustion Engineering Corporatoin
as manager of the Winnipeg office which position he held
until 1927 when he was transferred to Montreal to take
over the appointment of vice-president and general man-
ager of the company. In 1934, he became general manager
and director of the same company.
W. L. McFaul, m.e.i.c, is the newly appointed councillor
of the Hamilton Branch. He was born at Owen Sound, Ont.,
and was educated at the University of Toronto where he
received the degree of B.A.Sc. in 1913. After one year spent
as assistant engineer with the city of Port Arthur, Ont., he
became assistant city engineer with the city of Sault Ste.
Marie, Ont., in 1914. He was appointed city engineer in
1916 and remained in that post until 1921 except for the
period from 1917 to 1919 when he was overseas with the
Royal Canadian Engineers. In 1921 he received the appoint-
ment of deputy city engineer of the city of Hamilton, Ont.,
and in 1923 he became city engineer and manager of the
water works, a position which he still holds.
C. K. McLeod, a. m.e.i.c, a newly elected councillor for the
Montreal Branch, was born in Montreal. He was graduated
from McGill University with the degree of B.Sc. in chemical
engineering in 1913, and immediately following graduation
became plant chemist with that organization for the next
three years. From 1916 to 1919 he was engaged on the
inspection of explosives with the Imperial Ministry of
Munitions. In May, 1919, Mr. McLeod was appointed
chief chemist for the Dominion Glass Company, and a year
later became superintendent with the Consumers Glass
Company. In May, 1921, Mr. McLeod was with the Phoenix
Bridge and Iron Works on design and sales of structural
steel work. When this firm was taken over in October, 1923,
by Canadian Vickers Limited, he occupied a similar position
with the new organization. Since 1925 Mr. McLeod has
represented the Permutit Company, Walter Kidde and
Company and the American Hard Rubber Company in
Eastern Canada, first as manager of the Chemical Engineer-
ing Equipment Company, then as a principal of Busfield
McLeod Limited and in 1934 he entered into business under
his own name representing the same interests.
Mr. McLeod is very well known to the membership of
the Institute as a past secretary-treasurer of the Montreal
Branch, which office he held for ten years and also as chair-
man of the Branch. He is a son of the late C. H. McLeod
who for twenty-five years was secretary of the Institute.
He is an alderman for the city of Westmount, Que.
J. H. Parkin, m.e.i.c, is the newly elected councillor for
the Ottawa Branch. He was born in Toronto and was
graduated from the University of Toronto in 1912. From
1914, he was lecturer in mechanical engineering and then
assistant professor of mechanical engineering. In 1926 Mr.
Parkin was appointed associate professor of mechanical
engineering, which position he held until 1929. In addition
to his work at the University of Toronto, he was in 1916-
1919 assistant to the engineer in chief, British Acetones,
Toronto; in 1917-1929 in charge of aeronautical research
and instruction at the University of Toronto, and in 1920-29
as consultant on machine and aeronautical questions. In
1929 he was appointed assistant director of the department
of physics and engineering physics in charge of aeronautical
research with the National Research Council, Ottawa, Ont.
Since 1937 he has been director, division of mechanical
engineering with the National Research Council.
C. E. Sisson, m.e.i.c, is the newly appointed councillor
for the Toronto Branch. He was born at Cavan, Ont., and
educated at the University of Toronto where he obtained
his degree of B.A.Sc. in 1905. Mr. Sisson has been with the
Canadian General Electric ever since graduation. He is at
present works engineer at the Davenport Works of the
company in Toronto.
G. E. Smith, a. m.e.i.c, is the newly elected councillor
for the Moncton Branch. He was born at Fredericton, N.B.,
and received his education at the University of New
Brunswick where he was graduated in 1912. For two years
after graduation, he was on the construction of the St. John
and Quebec Railway and later with the Fraser Lumber
Company. From 1916 to 1919, he was overseas in active
service. Upon his return to Canada, he entered the Canadian
National Railways as a draughtsman. At present he is in
the city engineer's office at Moncton, N.B.
ANNUAL FEES
Members are reminded that a reduction of one dollar is allowed
on their annual fees if paid on or before March 31st of the
current year. The date of mailing, as shown by the postmark
on the envelope, is taken as the date of payment. This gives
equal opportunity to all members wherever they are residing.
134
March, 1940 THE ENGINEERING JOURNAL
INSTITUTE PRIZE WINNERS
G. A. Gaherty, m.e.i.c, is one of the recipients of the
Gzowski Medal for 1939, for his paper, "Drought, a
National Problem," presented at the Annual Meeting in
Ottawa last year. Upon graduation from Dalhousie Univer-
sity, Halifax, in 1909, he entered the Western Power Com-
pany of Canada as designing engineer and remained there
until 1914 when he joined the Canadian Garrison Artillery
at Halifax and later went to France. Upon his return to
Canada in 1919, he spent a year making surveys and designs
for the Keely Silver Mines Limited. In 1920, he joined the
Montreal Engineering Company Limited, as water power
engineer and director. He later became chief engineer, then
vice-president and at the present time holds the position
of president. In 1923, he accepted the position of chief
engineer and general manager of the Calgary Power Com-
pany Limited, in addition to his duties in the Montreal
Engineering Company. In 1928 he became president of the
company.
Ernest A. Hodgson, m.e.i.c, was also awarded the
Gzowski Medal for 1939, for his paper entitled "The
Structure of the Earth as Revealed by Seismology," pub-
lished in the September, 1938, issue of the Journal. Mr.
Hodgson was educated at the Hamilton Collegiate and at
the University of Toronto where he obtained the degree
of Master of Arts in 1912. He entered the Dominion
Observatory at Ottawa as a seismologist in 1914 and in
1918 he became chief of the Division of Seismology at the
Observatory, a position which he still occupies. In 1932,
he obtained the degree of Doctor of Philosophy at Saint
Louis University, Missouri. Dr. Hodgson's reputation as a
seismologist extends far beyond Canada.
D. B. Armstrong, a. m.e.i.c, received the Duggan Medal
and Prize for 1939, for his paper entitled "The Island of
Orléans Suspension Bridge — Prestressing and Erection."
He was educated at McGill University and entered the
Dominion Bridge Company Limited at Lachine, Que., in
1919 as a draughtsman. He successively held the positions
of designer, erection engineer and engineer in charge of
special projects. In 1937, he became designing engineer of
the company. He was closely associated with the design
and erection of the Jacques Cartier bridge, Montreal, and
later occupied the position of engineer in charge of the
Island of Orléans suspension bridge. Mr. Armstrong's paper
was published in the July, 1938, issue of the Journal.
C. R. Whittemore, a.m.e.i.c, has also been awarded the
Duggan Medal and Prize for 1939, for his paper, "Welded
Steel Pipe for the City of Toronto Water Works Extension."
He received the degree of Master of Science in Metallurgy
in 1924. Upon graduation, he went with the McArthur
Irwin Paint Company of Montreal as a research chemist.
In 1925 he joined the Consolidated Mining and Smelting
G. A. Gaherty, M.E.I.C.
E. A. Hodgson, M.E.I.C.
C. R. Whittemore, A.M.E.I.C. D. B. Armstrong, A.M.E.I.C.
THE ENGINEERING JOURNAL March, 1940
C. G. Kemsley
135
Company at Trail, B.C., where he was in charge of the
Technical Service Department. Later he became technical
engineer. In 1929, he returned to the McArthur Irwin Com-
pany in Montreal. In 1931, he joined the Dominion Bridge
Company Limited at Montreal later becoming metallurgist.
Since June, 1939, Mr. Whittemore has been Research Metal-
lurgist with the Deloro Smelting and Refinery Company, at
Deloro, Ont. In 1936 he was the recipient of the Plummer
Medal of the Institute. He is the Chairman of the Mont-
real Chapter of the American Society for Metals. Mr.
Whittemore's paper appeared in the July, 1939, issue of
The Engineering Journal.
C. G. Kemsley is the recipient of the Leonard Medal, 1939,
for his paper written in co-operation with Mr. A. D.
Robinson on "The Internal Shaft at Dome Mines." He
was educated in Hobart, Tasmania. He came to Canada
in 1907 and devoted himself for several years to prospecting
in the Cobalt field. The mechanical phase of mining became,
however, his forte. He served as master mechanic at the
Hollinger mine. Finally he became mechanical superintend-
ent for Dome Mines, Limited, which post he has now
occupied for nearly seven years. He is the Chairman of the
Purcupine Branch of the Canadian Institute of Mining and
Metallurgy.
D. L. Mackinnon, S.E.I.C.
Winner of the Martin Murphy Prize
C. B. Charlewood, Jr.E.I.C.
Winner of the Phelps Johnson Prize
J. R. Dunn, S.E.I.C.
Winner of the John Galbraith Prize
ELECTIONS AND TRANSFERS
At the meeting of Council held on February 7th, 1940, the following
elections and transfers were effected :
Members
Cariss, Carington C, chief engr., Waterous Limited, Brantford, Ont.
Stirrett, Gordon P. (Univ. of Toronto), inspecting engr. for B.C.
War Supply Board, Vancouver, B.C.
Juniors
Adlam, Arthur Edwin, b.sc. (Univ. of Sask.), asst. mining engr.,
Canadian Johns Manville Company, Asbestos, Que.
Rogers, John H., b.a.sc. (Univ. of Toronto), asst. to city engr., St.
Catharines, Ont.
Transferred from the class of Junior to that of Associate Member
Tapley, Donald Gordon, b.sc. (N.S. Tech. Coll.), sales engr., Cana-
dian General Electric Co. Ltd., Calgary, Alta.
Transferred from the class of Student to that of Associate Member
Korcheski, William Bruno, b.sc. (Civil), (Univ. of Man.), C. D.
Howe Co. Ltd., Port Arthur, Ont.
MacKay, Ian Norton, B.Eng. (McGill Univ.), asst. engr., Diesel
engine dept., Dominion Engineering Works Ltd., Montreal, Que.
Martin, Henri Milton, Jr., B.Eng. (McGill Univ.), asst. works mgr.,
Dominion Tar & Chemical Co. Ltd., Sault Ste. Marie, Ont.
Watson, Howard Dalton, b.a.sc. (Univ. of B.C.), branch manager,
Linde Canadian Refrigeration Co. Ltd., Toronto, Ont.
Transferred from, the class of Student to that of Junior
Eagles, Norman B., b.sc. (Elec), (Univ. of N.B.), asst. city elect'l.
engr., Moncton, N.B.
Gunning, Merle Percy, B.Eng. (McGill Univ.), elect'l. engr., Mont-
real Light Heat & Power Cons., Montreal, Que.
Scheen, Marcel, b.a.sc, ce. (Ecole Polytechnique, Montreal),
dftsman., R. A. Rankin & Co., Montreal, Que.
Students Admitted
Brown, Graham Edward, (Queen's Univ.), 262 Coltrin Road, Rock-
cliffe, Ottawa, Ont.
Cote, Joseph Leon, b.a. (Laval Univ.), student, engrg. dept., Quebec
Power Company, Quebec, Que.
Deslauriers, Charles Edouard, (Ecole Polytechnique, Montreal),
45 Napoleon St., Quebec, Que.
deTonnancour, L. Charles G., (McGill Univ.), 19 Sunset Ave.,
Outremont, Que.
Geary, Bertram Harman, (Univ. of N.B.), 550 Charlotte St., Fred-
ericton, N.B.
Jones, Edward Donald, junior dftsman., Northern Electric Co. Ltd.,
Montreal, Que.
Russell, Harold George, (McGill Univ.), 2358 Grand Blvd., Mont-
real, Que.
Taylor, Charles Gray, b.sc. (Queen's Univ.), 112 William St., Arn-
prior, Ont.
Thomas, Jack Arthur, (Queen's Univ.), Kingston, Ont.
Valiquette, Francis, (Ecole Polytechnique), Grand'Mere, Que.
Venables, William Norman, (Univ. of Man.), P.O. Box 42, The Pas,
Man.
136
March, 1940 THE ENGINEERING JOURNAL
Personals
Denis Stairs, m.e.i.c, is serving as Director of Engineering
Projects with the War Supply Board at Ottawa. A graduate
from Dalhousie University in the class of 1909, Mr. Stairs
has been connected with the construction of many large
projects. Since 1922, he has been with Montreal Engineering
Company Limited, of which he is now a director. He is
also supervisor of the northern properties of the company.
Geoffrey Stead, m.e.i.c, of Saint John is one of the most
familiar figures at annual meetings of the Institute. On
his way back from the Toronto meeting, he visited his
daughter and son-in-law, Mr. and Mrs. C. A. Peachey, in
Montreal, which gave him an opportunity to visit Head-
quarters.
Here is an example for all members of the Institute. He
is a great believer in the value of annual meetings, and
since 1907 has attended twenty-four such meetings of this
society. It is doubtful if any other member can equal this
record. Mr. Stead says that if a member wants to see the
real value of the Institute, he should attend these annual
professional gatherings.
For thirty-nine years he has been employed in the
Department of Public Works, and for thirty-five of these
years he has been in charge of a department. He served
under sixteen different Ministers of Public Works. He has
surely earned the rest that has come with his retirement.
Gordon McL. Pitts, m.e.i.c, was appointed honorary
treasurer of the Royal Architectural Institute of Canada,
at the annual meeting held in Toronto last month. Mr.
Pitts is a member of the firm of Maxwell and Pitts, archi-
tects, Montreal, and is the chairman of the Institute's
Radio Broadcasting Commiltee.
L. J. Belnap, m.e.i.c, president of the Consolidated Paper
Corporation, Limited, has recently been elected a director
of the Royal Trust Company, Montreal.
Ernest Gohier, m.e.i.c, director-general of the roads
Department of the Province of Quebec, has been appointed
chief engineer of the same department, succeeding
A. Paradis, who has recently resigned.
Col. W. M. Miller, a.m. e. i.e., is now Chief Signal Officer,
British Troops in Egypt, Cairo, Egypt. Born in Montreal in
1 89 1 , he was graduated from the Royal Military College , King-
ston, in 1912. During the last war, he was Officer Command-
ing the 32nd Divisional Signal Company, Royal Engineers,
in France. He came back to Canada, and was Senior Engin-
eer Officer, Military District No. 1. He went back to England
as a Captain in the Royal Corps of Signallers, stationed at
Mansfield Park, Uckfield, Sussex, England. Col. Miller has
also been stationed, for some time, at Trimulgherry,
Deccan, India. In 1931, he was appointed Chief Signal
Officer in Burma. He was then responsible for all the tele-
graph, telephone and radio arrangements for the troops
engaged in quelling the Burma rebellion.
Antonio Roberge, a. m.e.i.c, has accepted the position of
city engineer of Drummondville, Que. Upon graduation
from the Ecole Polytechnique of Montreal, in 1926, he
went with the Canadian Celanese Limited in Drummond-
ville. In 1929 he was with Z. Langlais, consulting engineer,
Quebec City, and in 1932, he accepted a position with the
City of Quebec, as resident engineer on construction of the
Battlefield's reservoir. Later, he was appointed assistant
waterworks engineer with the City of Quebec.
W. F. Campbell, a.m. e. i.e., has received the temporary
appointment of roads superintendent and county engineer
for the County of Haldimand, Ont., during the absence,
overseas, of Major A. L. S. Nash. Mr. Campbell had been
assistant to Major Nash since 1934.
News of the Personal Activities of members
of the Institute, and visitors to Headquarters
O. A. Barwick, a. m.e.i.c, has resigned from his position
in the Engineer Services Branch of the Department of
National Defence, Ottawa, to accept the appointment of
metallurgist with the Dominion Bridge Company, Limited,
Montreal. A graduate in architecture from McGill Univer-
sity, in the class of 1914, he was engaged during the last
war on the inspection of munitions, with particular reference
to the testing of metals. During the last twenty years, he
has been engaged in the design and construction of many
architectural projects. Previous to going to Ottawa, with
the Department of National Defence, Mr. Barwick was
carrying on a private practice as an architect, in Montreal.
Past-President J. M. R. Fairbairn, m.e.i.c (third from
left), was one of the recipients of an Honorary Membership
in the American Society of Civil Engineers, at the Annual
Meeting in New York, on January 17th. President D. H.
Sawyer presented the certificates.
J. R. Hango, a. m.e.i.c, has been promoted to the position
of su pei intendent of distribution for the Saguenay Power
Company, Limited, and the Saguenay Transmission Com-
pany, Limited, Arvida, Que. A graduate in electrical en-
gineering from the University of Alberta, in 1929, he was,
for a few months, with the Canadian Westinghouse Com-
pany, in Hamilton, Ont. In the fall of 1929, he joined the
Saguenay Power Company, Limited, as an engineering
assistant. Later, he was appointed assistant electrical en-
gineer. In 1937, he became power engineer of the company.
M. D. Stewart, s.e.i.c, is in the engineering department
of Babcock, Wilcox and Goldie McCulloch, Limited, at
Gait, Ont. Mr. Stewart was graduated in mechanical en-
gineering, last spring, from the University of Toronto.
J. H. P. Matheson, s.e.i.c, has accepted a position in the
engineering department of Canadian Industries Limited,
in Montreal. A graduate from McGill University in 1930,
he had been, since, with the Shawinigan Chemicals, Limited,
in Shawinigan Falls, Que.
A. R. Bonnell, jr. e. i.e., is now in charge of the roads
section, in the Plant Construction Department of Trinidad
Leaseholds, Limited, Pointe-à- Pierre, Trinidad, B.W.I. A
graduate in civil engineering from the University of New
Brunswick, in 1935, he had been with the Highway Divi-
sion of the New Brunswick Department of Public Works
until last summer, when he went to Trinidad with the
Carib Construction Company, Limited, at Port-of-Spain.
THE ENGINEERING JOURNAL March, 1940
137
A. A. Ferguson, a.m.e.i.c, has resigned from his position
with Reed, Shaw and McNaught, Montreal, to become
associated with his brother in the Pictou Foundry and
Machine Company, Limited. He will be engaged in me-
chanical engineering and marine repair work and will reside
in Pictou, N.S.
Obituaries
Raymond Boucher, Jr.E.I.C.
Raymond Boucher, jr. e. i.e., is the newly elected chair-
man of the Junior Section of the Montreal Branch of the
Institute. He was graduated from the Ecole Polytechnique
of Montreal in 1933 with the degree of bachelor of applied
sciences. In 1934, he received his degree of master of science
from the Massachusetts Institute of Technology. He joined
the teaching staff of the Ecole Polytechnique and is now
professor of hydraulics.
G. A. Campbell, s.e.i.c, has accepted a position with
the United British Oilfields of Trinidad, Pointe Fortin,
B.W.I. He was graduated in civil engineering from the
University of New Brunswick, in 1938, and was engaged,
for some time, in survey work with the New Brunswick
Electric Power Commission. He went to work with the
Carib Construction Company in Trinidad, in August, 1939.
VISITORS TO HEADQUARTERS
D. L. Mackinnon, s.e.i.c, Diamond Construction Com-
pany, Limited, from Fredericton, N.B., on February 5th.
E. M. Nason, s.e.i.c, from Moncton, N.B., on February
13th.
Geoffrey Stead, m.e.i.c, from Saint John, N.B., on Feb-
ruary 14th.
R. L. Dunsmore, m.e.i.c, superintendent Halifax Re-
finery, Imperial Oil Limited, from Dartmouth, N.S., on
February 17th.
Sir Gerald Campbell, k.c.m.g., High Commissioner for
the United Kingdom, Ottawa, Ont., on February 20th.
P. C. Hamilton, jr. e. i.e., from Halifax, N.S., on February
21st.
I. B. Crosby, Affii.E.i.c, consulting geologist, from Bos-
ton, Mass., on February 21st.
R. C. P. Webster, a.m.e.i.c, manager, Maitland Charts,
from Maitland, Ont., on February 22nd.
P. G. Gauthier, m.e.i.c, townsite engineer, Quebec North
Shore Paper Company, from Baie Comeau, Que., on Feb-
ruary 23rd.
F. L. Lawton, m.e.i.c, chief engineer, Saguenay Power
Company, Limited, from Arvida, Que., on February 23rd.
G. T. Perry, s.e.i.c, Department of Mechanical Engineer-
ing, National Research Council, from Ottawa, on February
23rd.
David Mussen Bright, a.m.e.i.c, died in the hospital at
London, Ont., on February 8th, after a lengthy illness. He
was born at Portadown, North Ireland, on June 18th, 1875.
He was graduated from the Belfast Institute of Technology,
and in 1897 joined the Royal Engineers in Chatham, Eng-
land. He served in China at the relief of Peking, during his
seven years with the unit. He came to Canada in 1912, as
a resident mechanical engineer with the Middle West
Boving Company of Canada, at Lindsay, Ont. In 1913 and
1914, he was designing and superintending engineer with
the Canadian British Engineering Company at Winnipeg,
Man., on municipal power plants. He served overseas with
the Royal Canadian Engineers from 1914 to 1919 and was
appointed staff captain in charge of design and layout of
workshops and on tests for light railways and aerial rope-
ways, etc. Following the war, Major Bright returned to the
west, where he was, for some time, mechanical engineer
with the Manitoba Power Commission at Winnipeg. Later,
he was mechanical engineer with the Chicago Automatic
Electric Boiler Company. In 1928, he came to London, Ont.,
where he engaged in a consulting practice as mechanical
engineer. At the time of his death, he was president of the
D. M. Bright Company, consulting engineers, of London,
Ont.
Major Bright joined the Institute as an Associate Member
in 1921.
Samuel Ebenezer McColl, a.m.e.i.c, died in the hospital
at Winnipeg, Man., on January 26th. He was born in
Winnipeg on July 17th, 1886. and was educated at the
University of Manitoba. He was commissioned a Manitoba
land surveyor in 1909, a Dominion surveyor in 1911, and
a Saskatchewan surveyor in 1920. He was in private practice
with his brother, Gilbert B. McColl, from 1912 until 1930.
His surveys included the right-of-way of the Greater
Winnipeg water district line, the power transmission lines
of the Winnipeg Electric Company, and various railway,
road and drainage surveys. In 1930, he was appointed
director of surveys of the province of Manitoba. Under
Mr. McColl's direction the department of natural resources
made surveys and prepared accurate maps which assisted
materially in promoting mining and developing various
resources of the province. During the last war, Mr. McColl
served overseas as lieutenant with the Royal Canadian
Engineers.
Mr. McColl joined the Canadian Society of Civil Engin-
eers as a Junior in 1916, and in 1919 he was transferred to
Associate Member of the Institute.
George Wyman Shearer, a.m.e.i.c, died at his home in
Montreal, on February 7th. He was born in Montreal on
June 12th, 1886. He received his education at McGill
University, where he was graduated with the degree of
Bachelor of Science in Electrical Engineering, in 1907, and
with the degree of Master of Science, in 1908. Upon gradua-
tion, he entered the Canadian Westinghouse Company
and was engaged in installation on various electrical works.
In 1912, he became mechanical superintendent with Ross
& Macfarlane, of Montreal. He went overseas in 1915 and
returned in 1919 as a major. In 1920, he became vice-
president of the James Shearer Company, and in 1930 he
was president of the James Shearer Construction Company
of Montreal.
Mr. Shearer joined the Canadian Society of Civil Engin-
eers, as a Student, in 1907, and he was transferred to
Associate Member in 1912.
Lieut. -Col. Charles Nicholas Monsarrat, M.E.I.C, of the
firm Monsarrat and Pratley, Consulting Engineers, Mont-
real, died on March 1st at his home. An obituary of Colonel
Monsarrat will appear in the April issue of the Journal.
138
March, 1940 THE ENGINEERING JOURNAL
News of the Branches
BORDER CITIES BRANCH
Activities of the Twenty -five Branches of the
Institute and abstracts of papers presented
H. L. Johnston, a.m.e.i.c.
A. H. PaSK, Jr.E.I.C. - -
- Secretary-Treasurer
- Branch News Editor
A joint meeting of the Border Cities Branch of the
Engineering Institute of Canada and the Detroit section
of the American Society of Mechanical Engineers was held
on January 12, 1940.
The programme began at 3.30 p.m., when members and
ladies were guests of Hiram Walker and Sons, Ltd., in an
inspection tour of the Walkerville distillery. This is the
original plant of the firm which now owns plants in other
parts of the world, including the world's largest distillery
at Peoria, 111.
At 5.30 p.m., at the Prince Edward Hotel, a motion
picture of the new Peoria plant was shown as a description
of modern distillery practice.
A dinner was held in the ballroom of the Prince Edward
Hotel at 6.30 p.m. Of members and guests present, 50 were
from the American and about 80 from the Canadian
organization.
Following the dinner, the chairman, Mr. J. F. Bridge
introduced Mr. L. Austin Wright, General Secretary, of the
Institute, who expressed his appreciation to the American
Society of Mechanical Engineers for past courtesies.
The Vice-President for Zone B, Mr. E. V. Buchanan,
was then introduced who welcomed the members of the
American Society of Mechanical Engineers to the meeting.
Mr. B. W. Beyer, Chairman of the Detroit Section of
the American Society of Mechanical Engineers, replied for
that society and then introduced the speaker of the evening,
Mr. Henry G. Weaver, Director of General Motors Cus-
tomer Research Division, who spoke on Sampling Public
Opinion.
The speaker began by stressing the human side of cus-
tomer research. He pointed out the growing popularity and
interest in determining public reaction by the various polls
now in use. He quoted a formula for business success by
Kenneth Good, "Find what people like and do more of
that. Find what people do not like and do less of that."
He also questioned the truth of the old business motto,
"The customer is always right."
The Customer Research Division of General Motors seeks
to determine the desires of some 4,300,000 people. Its aim
is to be the artificial substitute for the connection between
consumer and producer that should naturally exist in a
small business. The information it gains is carefully com-
piled and analysed. Often data from between the lines is
of as great or greater importance than the other.
In illustrating the human side of the work, the speaker
gave several humorous examples of the replies sometimes
received. He pointed out that the information these gave
could not be covered by cold statistics. Various tests of
public reaction were described such as noting the effect
on people of a purposely placed cover design or going through
the wastebaskets of dealers. From these and similar tests,
general laws are sometimes found. For example, more replies
were received from questionnaires suggesting no reply and
not enclosing stamped envelope than from those begging
a reply and addressed envelope. Similarly, the enclosure
of a leaflet telling why people should not answer ques-
tionnaires increased replies 20 per cent.
The speaker closed with thought that we have made
much progress in sciences but world progress would be
much greater if the technique of science could be applied
to human understanding.
After a discussion period, a vote of thanks was moved
by Mr. J. Clark Keith and seconded by Mr. Boyd Candlish.
Coffee was then served.
HALIFAX BRANCH
L. C. Young, a.m.e.i.c. - Secretary-Treasurer
A. G. Mahon, a.m.e.i.c. - Branch News Editor
The Halifax Branch of The Engineering Institute of
Canada, and the Association of Professional Engineers of
Nova Scotia, held their annual joint banquet at the Lord
Nelson Hotel, Halifax, January 25th. Features of the even-
ing were the signing of an agreement linking the two bodies
together into closer co-operation, and an address by J. A.
Hanway, K.C., on the subject, "A Lawyer Looks at the
Engineers."
The agreement between the two bodies, arrived at after
some years of negotiations, was signed in a symbolic
ceremony by Dean H. W. McKiel, president, and L. Austin
Wright, general secretary for the national organization, and
by S. W. Gray, president, and W. P. Morrison, secretary,
for the provincial body.
S. W. Gray, A.M.E.I.C.
Retiring President of the A. P.E.N. S.
The signatures were witnessed by Col. F. W. W. Doane,
dean of the engineering profession in Nova Scotia, and
R. L. Dunsmore, for the E.I.C. and by Harold Johnston
and R. W. McColough, for the A.P.E.N.S.
Prof. H. W. McKiel, retiring president of the E.I.C, pro-
posed the toast to the co-operative agreement. Responding
to the toast, S. W. Gray, the immediate past-president of
the A.P.E.N.S., deplored the fact that trade unionism was
gaining an entrance into the ranks of the engineering pro-
fession, and stated that this movement could not be
effectively combated by the individual or local organiza-
tion, but that it is a national matter, and assured the
national president that any steps which might be taken
by the E.I.C. to combat this movement would receive the
co-operation of the Nova Scotian association.
Mr. Gray was joint chairman in the absence of R. B.
Stewart, president-elect of the provincial organization, who
was unable to attend on account of illness. Representing
the Halifax Branch of the E.I.C. as joint chairman was
Charles Scrymgeour.
Always one of the big social events of the year, the joint
banquet was attended by approximately two hundred
engineers from all over the province of Nova Scotia. Guest
speaker was J. A. Hanway, K.C., chairman of the Board
of Commissioners of Public Utilities, who concluded a
witty address with a note of serious advice to his listeners,
"to always maintain the high ideals of your profession."
Other speakers and guests at the head table were Hon. J.
THE ENGINEERING JOURNAL March, 1940
139
H. MacQuarrie, deputy mayor W. E. Donovan, L. Austin
Wright, Col. F. W. W. Doane, and Michael Dwyer, former
Minister of Mines for Nova Scotia.
Entertainment of high calibre, under the direction of
K. L. Dawson, consisting of singing and dancing, was pre-
sented at intervals throughout the evening.
The members of the committee responsible for this very
successful function are as follows: G. F. Bennett, chairman;
J. J. Sears, Elmer Ball, B. H. Zwicker, R. W. McColough,
L. MacC. Allison, W. H. Noonan, R. D. McKay, S. W.
Gray, K. L. Dawson, I. P. McNab.
HAMILTON BRANCH
A. R. Hannafobd, a.m. e. i.e.
W. E. Brown, jr. e. i.e.
Secretary-Treasurer
Branch News Editor
At the monthly professional meeting held on February
19th, at McMaster University, Dr. A. E. Berry addressed
Members and visitors on the subject entitled, Engineering
in Public Health Activities.
W. L. McFaul introduced the speaker and pointed out
that in addition to Dr. Berry being Director, Division of
Sanitary Engineering, Ontario Department of Health, he
is Chairman of the Toronto Branch, E.I.C.
The speaker set forth two objectives for engineering in
public health; first, the control of disease and secondly the
raising of the standard of living. Reviewing the history of
public health we saw that sanitation is an old problem, the
children of Moses, the Greeks and the Romans all dealt
with this work. The Greeks raised personal hygiene to a
standard higher than had been reached before their time
and perhaps since. The Romans carried out vast projects
for the supply of water and other branches of sanitation.
A period was reached in Europe and England when all
these matters of health were discarded and then plague
and disease became rampant. The discovery of vaccine for
small pox in the year 1796 and later the findings of Pasteur
in the relation of bacteria to disease gave new impetus to
public health work. A milestone was reached in the pub-
lication in 1874 of the first report of the Health of Towns
Commission, in England and the Public Health Act fol-
lowed in 1875, which has served as a model for public
health legislation all over the world. It is noteworthy that
an engineer served on the first Provincial Board of Health,
namely, Dean Galbraith of the Faculty of Applied Science,
University of Toronto.
Dr. Berry deplored the lack of interest taken by engineers
in connection with the supply and control of milk, which he
stated is very definitely an engineering matter. Since com-
pulsory pasteurization had been in force it was a fact that
the number of cases of typhoid fever had been reduced
by 50 per cent.
The field of sanitary engineering is primarily concerned
with the control of disease, meeting the problems of water
supply, sewage disposal, stream pollution, collection and
disposal of refuse, recreational sanitation and the problems
of milk control.
Speaking of water supply the speaker said we were apt
to refer to the "good old days" when people lived longer,
but this was not the case, for at one time the death rate
was 80 persons per year for one thousand persons, later
reduced to forty, and at the present time the rate is about
10 per 1,000. (In Hamilton the rate is actually 9.3.) Smells
do not spread disease as often supposed and to be clean
does not always mean sanitary; to be sanitary is to be in
such condition that disease cannot be encouraged.
This very instructive address was illustrated with lantern
slides, and the meeting enjoyed the company of Mr. Bennett
from London and Mr. Sisson, Councillor of the Toronto
Branch, also Mr. Spence, Secretary of the Toronto Branch.
A vote of thanks to the speaker was moved by A. R.
Hannaford. At the close of the meeting, Chairman Alex
Love spoke briefly on our affection for the late Lord
Tweedsmuir and the loss that the Institute and the Dom-
inion of Canada feels at this time.
After the meeting the assembly adjourned for the usual
coffee and period of mixing.
KINGSTON BRANCH
J. B. Baty, a.m. e.i.c. - Secretary-Treasurer
A regular dinner meeting of the Branch was held at
Queen's Students' Memorial Union on Thursday evening,
January 18th. More than the usual number of members
and student members were in attendance. The attraction
was an illustrated lecture on Finland and International
Politics by Dr. E. L. Bruce, Miller Memorial Research
Professor in Geology at Queen's University and Vice-
President of The Geological Society of America. Dr. Bruce
spent much time in Finland last summer and spoke with
first hand information, illustrating his splendid talk with a
number of lantern slides of pictures which he had taken.
In addition to the general topic of his talk, Dr. Bruce told
many interesting things concerning the customs of the
people in Finland, mixing in a few humorous incidents
which he had experienced. A short account of his speech
follows.
Finland was a part of the Russian Empire from 1809 to
1917. During much of that time it had a large measure of
self-government and remained a separate unit. The greater
part of the population of Finland is Finnish. People of
Swedish descent make up about 11 per cent. Lapps form
a small group in the north and there are some Slavs in
eastern Finland.
Most of the Finns are small farmers, but the produce of
the land is barely sufficient for the agricultural population.
Forest products form the largest export commodity. Russia
has no present need of additional forest resources. Mining
has been a small industry. The Outokumpu copper mine in
central Finland produces about twelve thousand tons of
copper per year. The most important mineral despoits
known in Finland are those of nickel at Petsamo. These
should have begun to produce this year had the Russian
invasion not occurred. The nickel deposits would aid
materially in the Russian industrial expansion and in the
building up of the Murmansk area.
A second ice-free port on the Arctic would be of con-
siderable advantage. Power developments at Imatra in
southeastern Finland would be valuable as a source of
energy for the Leningrad area.
The acquisition of Finland by Russia could be of no
material assistance to Germany in the present war. Finland
can produce no surplus of food stuffs. It is likely that the
plant and mines at Petsamo have been so severely damaged
that production of nickel will be delayed for at least three
or four years. The copper from Outokumpu has always
gone to Germany. It seems likely that should Russia gain
control of that area, any copper produced would be diverted
from Germany to meet the import demands of Russia,
which are much in excess of the Finnish production.
A powerful factor in deciding the Russian policy may
have been the ambition of those in power to regain all of
the territory once part of the old empire. Successful invasion
of Finland could be acclaimed as a great step toward the
world revolution that the more extreme communistic group
has urged. Stalin may. have found it expedient to take some
action to satisfy that demand.
LONDON BRANCH
D. S. Scrymgeour, a.m. e.i.c. - Secretary-Treasurer
Jno. R. Rostron, a.m. e.i.c. - Branch News Editor
The annual dinner meeting and election of officers was
held on the 26th January, 1940, at the Grange Tea Room,
the speaker being Mr. R. F. Legget, Assistant Professor
of Civil Engineering, University of Toronto, and his subject,
Building Downwards.
The chair was occupied by Mr. Harry F. Bennett who
called on Mr. J. A. Vance for his account of the meeting
at Ottawa. Mr. Vance said that he proposed to read a
short synopsis of notes of the meeting, which was done.
He was acclaimed for his record.
140
March, 1940 THE ENGINEERING JOURNAL
Mr. Bennett then called on Mr. Legget who, he said,
was the author of a book on Geology and Engineering,
who would, no doubt, use excerpts and lantern slides to
illustrate his address.
Mr. Legget said that civil engineering included some-
thing more than merely building upward. Although founda-
tions were seen and thought of very little they were really
an important part of the work. He then described the
various types of foundations to be found in some of modern
engineering's most recent achievements including Boulder
and Grand Coulee dams, the Panama Canal, mountain
highways and tunnels.
Sixty years ago French and British engineers made a
study of the possibility of building a huge vehicular tunnel
connecting England with Europe, he said. "From the theory
viewpoint of engineering the task was feasible but the social
and economic factors discouraged further investigation."
Such a tunnel would be by far the greatest ever attempted.
Such an engineering feat could be accomplished but experts
did not believe it would be built for many years to come.
In closing, Professor Legget gave a graphic description
of the gigantic toll soil erosion is inflicting on Canada and
the United States annually. This was an important problem
that very little was being done about, although its control
now meant much to the welfare of future generations.
This was listened to by 60 engineers and friends.
MONTREAL BRANCH
L. A. Duchastel, a.m.e.i.c. - Secretary-Treasurer
On January 25th, Mr. J. K. Sexton presented a paper
illustrated by slides on Hydro-Electric Work in Bolivia.
Having resided for almost three years in Bolivia, the speaker
gave a very vivid description of the construction of hydro
plants Under very peculiar conditions. Through the courtesy
of Mr. Krug a motion picture taken in Bolivia was also
shown.
The Annual Branch Smoker was held on February 1st
and was a pronounced success, over 400 members attending.
The reception committee, under the chairmanship of C. R.
Lindsey, provided a very interesting and entertaining pro-
gramme.
Mr. M. S. Layton spoke to the branch on February 8th
on Welding Rods and Their Coatings, describing the
earlier types of welding wire and its evolution, discussing
the various types now in use, the mechanism of coatings
and their effect.
On February 15th the branch was fortunate in hearing
an address by Mr. W. F. Hosford, vice-president of the
Western Electric Co., Ltd. on Some Problems and
Responsibilities of Industrial Management. The
speaker referred to the modern methods of management
adopted by his company and gave the audience food for
thought which was amply demonstrated by the ensuing
discussion.
Mr. Paul Sise, president of the Northern Electric Co.
Ltd., presided at the meeting.
The subject of Co-axial Cable Systems was treated on
Feb. 20th by Mr. M. E. Strieby of the American Telephone
and Telegraph Company under the chairmanship of H. J.
Vennes. The speaker gave an illustrated talk on Co-axial
Cables and their merits for broad band transmission,
touching upon the problem of television transmission. Pre-
vious to the meeting a courtesy dinner was given at the
restaurant of the Bell Telephone Company.
Junior Section
Gilbert Coupienne, a student of the Ecole Polytechnique,
presented a paper on Gravel Road Surface Stabilization
before the Junior Section on February 5th. This paper,
dealing with principles and practice of road surface treat-
ment, was illustrated by moving pictures supplied by the
Brunner Mond Canada, Ltd.
On February 19th the Junior Section heard two addresses
by students, Architecture in Engineering by Stuart
McNab and Examination of Welded Structures by
Fernand Marchand. Both of these papers were very inter-
esting and well presented.
NIAGARA PENINSULA BRANCH
Geo. E. Griffiths, a.m.e.i.c. - Secretary-Treasurer
J. G. Welsh, a.m.e.i.c. - - - Branch News Editor
On the evening of January 31st, the Niagara Peninsula
Branch held a dinner meeting at the General Brock Hotel,
Niagara Falls, Ont. Following the dinner, Chairman A. W. F.
McQueen conducted a brief business session during which
a nominating committee for the new executive was ap-
pointed, consisting of Mr. C. G. Moon, Mr. L. C. McMurtry,
Mr. G. H. Wood, Mr. W. R. Manock and Mr. Paul Buss.
Mr. H. G. Acres introduced the speaker of the evening,
Wing Commander D. G. Joy. Mr. E. L. Cousins, General
Manager of the Toronto Harbour Commission, was sched-
uled to give an illustrated talk on Airports, but due to
illness was unable to attend. However, Mr. Cousins was
good enough to send his slides and motion pictures and
Wing Commander D. G. Joy, District Inspector of Civil
Aviation, delivered the address.
Briefly outlining the problems in airport construction,
Wing Commander Joy pointed out that by careful study
of topographical maps suitable sites were chosen, convenient
as possible to the municipality, and such that a minimum
of grading would be required. After a site was definitely deter-
mined, came the problem of grading a large soil area. The
thin cuts or fills and large amounts of dirt to be moved
have been a real test for contractors and designers of grading
machinery. For drainage a very rapid run-off is required,
and since the maximum permissible gradient is very flat,
a great amount of underdrainage is required. At Malton
the header drain is fifty-four inches in diameter! Then
there is the matter of surfacing. The runways should be
hard surfaced, the construction being similar to highway
work, but necessarily much wider. Traction is not quite
so important, but it must not be slippery or glossy when
wet or dry. Above all there must be no loose material to
be thrown around. The remaining surface of the field must
be level and preferably sodded. Finally, there is the matter
of lighting. Floodlights have not been found very satis-
factory due to shadows and glare. Runway markers prove
to be the best but those flush with the ground are difficult
to keep clear, and those elevated are dangerous.
With respect to Toronto, after a great deal of research
work, and consideration of various sites, it was decided to
have a field at the island for use in good weather, this being
particularly convenient to the business section of the city,
and a larger field at Malton for use in bad weather. This
latter field is to be equipped with every known safety
device and thus provide a safe terminal in any type of
weather for that section of the province. It was worthy of
note that due to low elevation and unobstructed exposed
position of the island airport the snow does not pile up
and melts very quickly. At Malton more trouble has been
experienced with snow. Auxiliary runways of compacted
snow, which have proved so satisfactory further north,
were unsuccessful there, so efforts will be made to keep the
runways scraped clear.
A large number of slides were shown of the construction
work at Malton and at the island. In both cases the run-
ways were made one hundred and fifty feet wide, with a
crushed stone base, a thick layer of coarse aggregate asphalt
and a surface layer of fine aggregate asphalt. White crushed
marble was used for the central strip and a strip on either
side similarly treated, the latter, however, was intermittent
so that the pilot could easily distinguish the centre of the
runway. The runways at the Island are at present three
thousand feet long and by filling in on the lake side these
will soon be lengthened. The bay provides excellent facilities
for seaplanes.
Views of the hangars and administration buildings proved
interesting. The administration buildings while small, are
modernistic and attractive and will be ample for several
years, at which time further needs will be better estimated.
THE ENGINEERING JOURNAL March, 1940
141
Several reels of motion pictures of many of the major
airports in the United States were very enlightening.
The keen interest taken in this subject was indicated by
the number of questions asked Wing Commander Joy. At
this time he pointed out that whereas once two hours was
all that was expected of a motor without a complete over-
haul, now they are guaranteed up to one thousand hours.
Also that the average pilot experiences no difficulty, and
no undue stresses are imposed on the plane in landing at
angles of twenty degrees or more from a line directly into
the wind.
Mr. C. G. Moon moved a hearty vote of thanks to
Wing Commander Joy for his courtesy in filling in, and for
his excellent talk.
OTTAWA BRANCH
R. K. Odell, a.m.e.i.c.
Secretary-Treasurer
At one of the most largely attended noon luncheons of
the Ottawa branch held at the Chateau Laurier on Feb-
ruary 1 the members and their friends listened to an account
of progress made to date and future plans of the British
Commonwealth Air Training Plan. W. H. Munro, newly-
elected chairman of the branch, presided for the first time
since his election and extended a welcome on behalf of the
Institute to fourteen of the high ranking officers of the
Royal Air Force now in Ottawa in connection with the
plan, who attended the luncheon. Officers of the Royal
Canadian Air Force were also present in considerable
number.
The address, Canada Spreads Her Wings, was given
by the press liaison officer of the R.C.A.F., Flying Officer
Fergus Grant, who traced the course of the Force since its
creation as the C.A.F. about twenty years ago, and referred
to the various steps leading up to the commencement of
the air training plan.
At the conclusion of the address Group Captain D. D.
Banting, of the Royal Air Force party who attended, was
called upon and expressed his appreciation on behalf of
his brother officers of all that had been done for them by
Canadians. The officers had previously been introduced
individually to the gathering.
QUEBEC BRANCH
Paul Vincent, a.m.e.i.c. - Secrétaire-Trésorier
A l'ouverture de la saison 1939-40 la Section de Québec
présentait une soirée de films parlants sur des sujets techni-
ques variés. La réunion avait lieu à l'amphithéâtre de
l'Ecole Technique de Québec le 18 décembre, et elle fut
bien réussie.
Sous la rubrique Excursions in Science, les films de la
Canadian General Electric Company renseignèrent l'audi-
toire sur la fabrication des lampes électriques, sur l'utilisa-
tion de la cellule photo-électrique pour le triage des ma-
tériaux et sur différentes applications de l'électricité.
C'est ainsi qu'il fut possible de voir comment la voix
humaine peut actionner un train électrique, comment les
courants électriques les plus faibles peuvent s'évaluer au
moyen d'un tube super sensitif et comment l'épaisseur des
couches de peinture peut se mesurer électriquement, per-
mettant un travail plus économique et plus perfectionné.
Science of Seeing nous a démontré la grande importance
de nos yeux. La perte d'un membre se remplace artificielle-
ment sans trop d'inconvénients, les fausses dents ne nous
empêchent pas de manger, mais avec un oeil artificiel,
l'on ne voit pas.
On constate que 20 pour cent chez les enfants ont
une vue défectueuse, 40 pour cent chez les adultes et 95
pour cent chez les vieux. La moyenne générale des vues
défectueuses est donc de 50 pour cent par suite du manque
de bonne illumination.
Comparativement, le soleil nous fournit 1 ,000 chandelles
(foot-candles) à l'extérieur et 200 chandelles près d'une
fenêtre à l'intérieur, tandis que le soir à la lumière artificielle
d'une lampe électrique de 40 watts nous nous contentons
de 5 chandelles seulement. C'est réellement un pauvre
éclairage quand on constate que pour lire, l'illumination
moyenne requise est supérieure à 100 chandelles. Suivant
ces films, il faut assez de lumière, et éviter les contrastes et
les reflets. Si nous désirons nous éclairer pour voir con-
fortablement nous devons donc utiliser le nombre de lampes
nécessaires pour conserver notre vue et non la détruire.
Pour terminer la soirée, les membres furent mis au
courant d'un nouveau type de garde-fous pour nos routes,
présentés par la V. S. Tuthell Spring & Convex Steel High-
way Guards. Il y était démontré que ces gardes ont l'avan-
tage d'être plus durables, plus flexibles, de réparation plus
facile et plus rapide que le bois dans une proportion de 80
per cent. L'on pouvait voir une auto enfoncer les gardes
en bois à une vitesse de 8 milles à l'heure, tandis que le
système nouveau résistait à un véhicule frappant les gardes
à une vitesse de 40 à 50 milles à l'heure sous des angles de
10 à 35 degrés.
On a aussi constaté que la carosserie en subit des avaries
insignifiantes et que le conducteur ou les occupants s'en
tirent avec de légères secousses, contrairement à ce qui
arrive avec les gardes-fous ordinaires. Le président de la
Section, Monsieur Méthé, présidait l'assemblée.
SAINT JOHN BRANCH
F. L. Black, Jr. e. i.e., Secretary-Treasurer
Over 60 members of the new Brunswick Association of
Professional Engineers and the local branch of the Institute
attended a joint dinner at the Admiral Beatty Hotel on
January 18th, 1940. H. F. Morrisey, Chairman of the
Saint John Branch, introduced President McKiel and
thanked him heartily at the close of his address. Other
speakers included John N. Flood, who proposed the toast
to the Association of Professional Engineers; G. A. Vander-
voort, President of the Association, who responded to this
toast; and C. B. Crosdale, who proposed the toast to the
Institute. Dean McKiel, who is the first Maritimer to hold
the presidency of The Engineering Institute of Canada,
responded to the toast to the Institute.
"We are prepared to accept the good things of democracy;
are we as prepared to accept the responsibilities ? If not,
I see that the democracies are in for very black days."
This was the keynote of President McKiel's address on the
place of the engineer in national life.
Stressing the important part played by engineers in the
national war effort, as well as in peace time, the speaker
exhorted fellow engineers to recognize their responsibilities
in the social and economic life of the country as well as in
the material and professional spheres.
SASKATCHEWAN BRANCH
J. J. White, m.e.i.c, Secretary-Treasurer
On Monday, December 18th, 1939, the Saskatchewan
Branch held its monthly meeting in the Kitchener Hotel,
Regina, when fifty members assembled at 6.15 p.m. for
dinner which preceded the meeting.
J. E. Thorn, jr. E.i.c, was the chairman of the meeting
which was devoted to a general discussion of the Education,
Training and Experience of the Young Engineer.
The discussion was led by several of the younger members
of the organization and proved to be very instructive and
interesting. This meeting was held as a result of the in-
spiration left by the President on his western trip, last fall.
There was a great deal of discussion by the older mem-
bers following the talks prepared by the younger members
of the organization.
On motion of Mr. H. S. Carpenter, a hearty vote of
thanks was extended to the younger members for their
effort in making the meeting the success it proved to be.
The first meeting of the 1940 schedule of the Saskatche-
wan Branch was held on Monday, January 22nd, in the
Kitchener Hotel, Regina. The Chairman of the Papers and
Meetings Committee, D. D. Low, had arranged a Ladies'
142
March, 1940 THE ENGINEERING JOURNAL
Night and approximately one hundred sat down to dinner,
which preceded the meeting.
P. E. Kirkpatrick acted as Chairman and introduced
S. G. Bard, Field Collector and Preparator of the Provincial
Museum, as the speaker of the evening, his subject being
Nature Appreciation.
Mr. Bard went on to discuss the value of birds from an
economic and aesthetic point of view, tracing to evolution
of birds from the toothed varieties, down to the present-day
birds that have changed but little in the last million years.
Migration routes were shown and examples of the various
types of birds following these air lanes. It is interesting to
note some of these migrants travel several thousand miles
from their winter to summer homes.
Motion pictures were shown of a pair of barn swallows.
These swallows were first trapped at Regina Beach, Sas-
katchewan, in 1937 and have come to this barn each summer
since. To date they have raised twenty-five young and have
travelled approximately sixty-three thousand miles.
Changes were also noted in the migration of birds, more
especially water birds. The colonial nesters are migrating
when the lakes have not seriously been affected by the
drought. The true prairies in Saskatchewan no longer house
the great colonies of Pelicans. The few seen during the
summer floating about like small white sailboats are non-
breeders. The breeding colonies are re-established on islands
in our forest areas. Ducks for the past two seasons have
travelled south along our provincial boundaries. These areas
have experienced unusual rains during the past few seasons.
Sanctuaries were created years ago to help maintain our
abundant waterfowl. The drought has seriously affected
many of these and with co-operation of various bodies new
ones will likely be established. Waterfowl has decreased
through various agencies, perhaps the most serious are the
drying up of nesting areas, lack of proper nesting cover has
increased the damage done by predators and continued
shooting.
The value of hawks and owls is seldom understood. The
shooting of our slow flying hawks is one of the most serious
mistakes. These rodent destroyers are among the most val-
uable agents we have. Object lessons could be learned from
mistakes made in various parts of the world. Rodents de-
stroy great quantities of vegetation and the gophers are
very destructive where grain crops are concerned. It has
been estimated our gopher eating hawks are worth ninety
dollars to us here on the prairies.
The camera is serving as a conservationist in the fact
that a number of sportsmen prefer to show pictures of
"how it got away" rather than a "bag". There is no question
that taking a picture of birds, animals, etc., requires more
patience and skill than does shooting. Color photography
has opened up an entirely new and fascintaing field.
The talk was illustrated with pictures taken by Mr. Bard
in motion pictures, stills and color photography.
On motion of Col. A. C. Garner a hearty vote of thanks
was extended to the speaker of the evening for his excellent
discourse.
SAULT STE. MARIE BRANCH
O. A. Evans, Ji-.e.i.c.
N. C. COWIE, Jr. E. I.C.
Secretary-Treasurer
Branch News Editor
The annual meeting for the year was held in the Windsor
Hotel on Friday evening, December 22nd, 1939, when 27
members and guests sat down to supper at 7.15 p.m. The
branch was honoured with the presence of Wm. Meldrum
of Lethbridge, Alta., who later in the evening along with
his son, A. H. Meldrum, delighted the branch with some
piano selections. The branch was also honoured by a number
of tap dances by two members of Miss Florence Pickering's
dancing class. The business portion of the meeting began
shortly after eight o'clock with the reading of the minutes
of the previous meeting, which were adopted as read.
The accumulated bills and correspondence of the month
were then dealt with. The preliminary business of the
evening being over, the Chairman called for the reports of
the year. The Secretary's report for the year 1939 was re-
ceived and adopted. The Secretary reported a general in-
crease both in membership and finance. W. S. Wilson and
C. W. Holman were appointed auditors for the year 1939.
The reports of the various committees were received. Wm.
Seymour thanked J. L. Lang, the branch's permanent
entertainment chairman, for his efforts on behalf of the
branch. He also moved a vote of thanks to the entertainers
of the evening.
C. Neufeld reported the results of the election of officers
for the year 1940. Chairman A. E. Pickering then gave the
chair to the new chairman, H. J. Leitch, who remarked that
the branch should pay more attention to the topics of
general interest. C. Stenbol moved that the meeting be
adjourned. Later a social evening was held where items
of general and local interest were discussed.
The first general meeting for the year 1940 got away to
a flying start on Friday, January 26th, when 39 members
and guests sat down to luncheon at 6.45 p.m. in the Windsor
Grill Room.
The business portion of the meeting began at 8.00 p.m.
The minutes of previous meeting were read and adopted
on motion of A. H. Russell and R. S. McCormick. C. Senbol
and K. G. Ross moved that the bills be paid. W. S. Wilson
brought in the auditor's report for the year 1939. The books
were found correct. The members then introduced their
respective guests.
Chairman H. J. Leitch then introduced the speaker of
the evening, Mr. George Ponsford, Director of the Ontario
Provincial Air Service, who had as his topic, Modern Air-
craft Development.
Mr. Ponsford stated that the aeroplane as a transport
and a military weapon had come to stay; in fact it was one
of the greatest defensive and offensive weapons in the world
to-day. He paid tribute to the designers who have made
the aeroplane what it is to-day and to the pilots who have
died in the course of aeroplane development.
The modern aeroplane is becoming streamlined. One im-
portant item was flush riveting. It was found that rivet
heads made a tremendous drag on the plane. Another
important article was the retractable undercarriage, that
is to say, the undercarriage or landing gear could be brought
up into the plane after taking off; thus eliminating drag
while in flight. Another factor which had made for stability
in aircraft design was the wind tunnel. Models could be
tested in it under conditions which approach actualities
and faulty designs could be discarded. There has also been
a tremendous development in engines. New alloys have been
found which will stand a greater strain and are lighter.
Thus a bigger power plant can be installed in a plane of
the same wing spread. In the engine an interesting innova-
tion was stellite faced valves which will stand greater heat
and higher temperatures. Other new features are better
fuels, superchargers, etc.
At first, he said, all planes had wooden propellers but
it was impossible to change the pitch. Then the metal
propeller came in with the pitch sets for the maximum r.p.m
A further development was a propeller in which the pitch
could be changed. It made for an easier take-off. A still
later development was a constant speed propeller in which
the pitch changes with the power need; however, it has a
limited range of 16 to 17 deg. and at high diving speeds it
acted as a brake.
One interesting development for the comfort of air
passengers was the supercharged cabin which enabled the
plane to fly at altitudes of 20,000 ft. with the air in the
cabin at pressures which corresponds to lower altitudes
of 8,000 ft. and so.
Mr. Ponsford illustrated his address with pictures of new
planes and a constant speed propeller.
K. G. Ross moved a vote of thanks to Mr. Ponsford for
his excellent address.
C. Stenbol moved the meeting be adjourned.
THE ENGINEERING JOURNAL March, 1940
143
Library Notes
ADDITIONS TO THE
LIBRARY
TECHNICAL BOOKS
Elements of Steam Power Engineering:
By J. B. 0. Sneeden. Longmans, Green and
Co. Toronto, 1939. 255 pp.,illus.,5by7}4
in., cloth, $1.50.
The Physical Examination of Metals;
Vol. I. Optical Methods:
By Bruce Chalmers. Arnold, London, 1939.
181 pp., 5 l A by 8% in., cloth, $4.20
U.S. Bureau of Beclamation:
Boulder Canyon Project: Bulletin Three,
Model Tests of Boulder Dam; Bulletin Four,
Stress Studies for Boulder Dam.
REPORTS
American Concrete Institute:
Reinforced concrete design handbook.
Aluminum Research Laboratories:
Tests of 28-foot span aluminun alloy
trusses by R. L. Templin, E. C. Hartmann,
H. N. Hill.
Bell Telephone System: High Definition
Television; Improved Microtome Tech-
nique for Soft Metals; Dielectric Measure-
ments in the Study of Dispersions in
Rubber; Frequency-Modulation: Theory
of the Feedback Receiving Circuit; Sur-
vey of Magnetic Materials and Applica-
tions in the Telephone System; Impe-
dance Properties of Electron Streams;
Plastic Materials in Telephone Use;
Room Noise at Telephone Locations;
The Self-diffusion of Copper; Simultan-
eous Ionosphere Observations; Cold-
cathode Gas-filled Tubes as Circuit
Elements; Inductive Co-ordination with
Series Sodium Highway Lighting Cir-
cuits; Electron Diffraction Studies of
Thin Films; The Automatic Synthesis of
Speech.
Canada Department of Labour:
Labour organization in Canada (for the
year 1938); Report for fiscal year ending
March 31, 1939.
Canada Department of Mines and Re-
sources, Bureau of Mines:
Inverness County Coalfield {Physical and
chemical survey of coals from Canadian
collieries). December, 1939, Milling Plants
in Canada.
Canada Department of Public Works:
Report for the year ended March 31, 1939.
Canada Department of Trade and Com-
merce:
Canada, 1940, Official handbook of present
conditions and recent progress. 25c.
Canada Department of Transport:
Annual report for year ended March 31,
1939.
Edison Electric Institute:
Combustion, 1939 (Report of the Combus-
tion Subcommittee of the Prime Movers
Committee); Electric metal-melting fur-
naces (Report of the Industrial Power and
Heating Committee); Cable operation,
1938 (Report of the Transmission and
Distribution Committee).
Engineers' Council for Professional
Development :
Present status and trends of engineering
education in the United States (a report
prepared by Dugald C. Jackson).
Book notes, Additions to the Library of the Engineer-
ing Institute, Reviews of New Books and Publications
Great Britain Department of Scientific
and Industrial Research National
Physical Laboratory:
Notes on screw gauges, 4th éd., 1938, 4s. 6d.
Smithsonian Institution:
Annual report for the year ended June 30,
1938.
New Jersey :
Road mileage survey.
U.S. Department of the Interior Geolog-
ical Survey : Geology and Fuel Resources
of the Southern Part of the Oklahoma
Coal Field, Pt. 4. The Howe-Wilburton
district, Latimer and Le Flore counties;
Gravel and Sand Deposits of Eastern
Maryland; Geology and Coal Resources
of the Minot Region, North Dakota;
Geophysical Abstracts 95; October-
December, 1938; Transit Traverse in
Missouri, Pt. 1, Southeastern Missouri,
1903-37; The Mineral Industry of Alaska
in 1938. (Bulletins 874-D, 906-A, 906-B,
909-D, 916-A, 917-A). Water Levels
and Artesian Pressure in Observation
Wells in the United States in 1938; Sur-
face Water Supply of the United States,
1938, Pt. 4, St. Lawrence River Basin;
Pt. 10, the Great Basin, Pt. 11, Pacific
Slope Basins in California, Pt. 13, Snake
River Basin, Pt. 14, Pacific Slope Basins
in Oregon and Lower Columbia River
Basin. (Water-Supply Papers 845, 854,
860, 861, 863, 864.)
University of London:
Calendar, 1938-39.
BOOK NOTES
The following notes on new books appear
here through the courtesy of the Engin-
eering Societies Library of New York. As
yet the books are not in the Institute
Library, but inquiries will be welcomed
at headquarters, or may be sent direct
to the publishers.
A.S.T.M. STANDARDS on ELECTRICAL
INSULATING MATERIALS. Speci-
fications, Methods of Testing.
Prepared by Committee D-9. Oct., 1939,
Philadelphia, American Society for Testing
Materials. 309 pp., Mus., diagrs., charts,
tables, 9x6 in., paper, $2.00 (A.S.T.M.
members, $1.50).
In addition to the current report of the
responsible committee, this pamphlet con-
tains eleven standard and eighteen tentative
methods of testing for electrical insulating
materials, and also three specifications. In
addition, there are ten specifications covering
certain rubber and textile products and
methods of testing shellac.
CAST METAL HANDBOOK, 1940 ed.
Chicago, III., American Foundry men' s
Association, 1939. 532 pp., Mus., diagrs.,
charts, tables, 9x6 in., cloth, $5.00.
This revision of the 1935 handbook is in-
tended, as before, to provide designers and
users of castings with up-to-date, correct
information on the properties and applica-
tions of cast metals. The first section consists
of recommendations to designers of castings,
the second of recommendations to buyers.
Succeeding sections give information upon
the properties and uses of east iron, malleable
cast iron, cast steel, and the principal non-
ferrous casting alloys.
The CONSTRUCTION of ROADS and
PAVEMENTS
By T. R. Agg. 5 ed. McGraw-Hill Book
Co., New York and London, 1940. 483
pp., Mus., diagrs., charts, tables, 9Yi x 6
in., cloth, $4.00.
This text is intended to be a "concise pre-
sentation of approved practice in the con-
struction of roads and pavements and of the
principles involved." Questions of adminis-
tration, finance, plans, design and surfacing
are covered comprehensively. The new edition
is entirely rewritten and much new material
introduced.
ELECTRICAL COMMUNICATION
By A. L. Albert. 2 ed. John Wiley & Sons,
New York, 1940. 534 PP-, Mus., diagrs.,
charts, tables, 9% x 6 in., cloth, $5.00.
This textbook covers the whole field of
electrical communication by wire and wireless
transmission of code and speech. The various
divisions of telegraphy, telephony and radio
are not treated as isolated subjects, but their
interrelations in providing an adequate,
economical communication service are pre-
sented. This edition has been revised and en-
larged, and the bibliographies attached to the
chapters have been brought up to date.
ELEMENTARY CALCULUS
By G. W. Caunt. Clarendon Press, Oxford
(England); Oxford University Press, New
York, 1939. 388 pp., diagrs., charts, tables,
8 x5 in., cloth, $2.75.
Both differential and integral calculus, with
their geometrical applications, are covered in
this adaptation from the author's larger
treatise. Polar co-ordinates, centroids, curva-
ture and Taylor's theorem are included, but
partial differentiation and differential equa-
tions are omitted. There are many examples
to be worked, with the answers grouped at
the back of the book.
ENGINEERING DRAWING, Practice and
Theory
By I. N. Carter. Scranton, Pa., Inter-
national Textbook Co., 1939. 264 pp.,
Mus., diagrs., charts, tables, ll\k x 8%
in., cloth, $2.50.
This textbook presents the subject in a
novel way, by combining descriptive geometry
and engineering drawing in a single course of
study which thus covers both theory and
practice. Considerable saving of time by
elimination of duplication of classroom work
is claimed. The book covers the fundamental
principles of machine, structural and topo-
graphic drafting, according to accepted
drafting-room methods.
EXCURSIONS in SCIENCE
Edited by N. B. Reynolds and E. L.
Manning. McGraw-Hill Book Co., Whittle-
sey House, New York, 1939. 307 pp.,
8x6 in., cloth, $2.50.
Thirty scientists present, in simple lan-
guage, stories of their respective sciences, from
organic chemistry to atomic physics, from
archeology to astronomy. The book is based
on a series of radio programmes sponsored by
the General Electric Company.
144
March, 1940 THE ENGINEERING JOURNAL
Employment Service Bureau
SITUATIONS VACANT
MAN with science degree, chemistry, engineering and
practical knowledge of steam boiler plant operation.
Strong personality and progressive nature are
required to sell the technical service and product of
this company. Apply to Box No. 2003-V.
CHEMICAL ENGINEER OR CHEMIST who has
majored in Organic Chemistry with a few years
experience in Laboratory or Factory in connection
with developing rubber compounds: knowledge of,
or experience in, allied synthetics desirable, In apply-
ing please state age, details of educational background
and experience, salary desired and availability. Box
No.2013-V.
EXPERIENCED SHOPMAN with technical training
required for general shop supervision of metal work-
ing plant. Apply to Box No. 2038-V.
CIVIL SERVICE VACANCY
Competition No. 40-235. — Applications are invited
from male residents of the Province of Nova Scotia,
for the position of Junior Engineer, Department of
Public Works, Halifax, N.S.
Time Limit: Application forms, obtainable at the
Post Offices in the cities and larger towns, the Offices
of the Employment Service of Canada, or from the
Civil Service Commission, Ottawa, properly filled out,
must be filed with the Civil Service Commission,
Ottawa, not later than March 18, 1940.
Salary: In the event of permanent appointment, the
initial salary of $1,800 per annum may be increased
upon recommendation for meritorious service and in-
creased usefulness, at the rate of $120 per annum, until
a maximum of $2,160 has been reached.
Duties: To inspect construction work in progress
and lay out work according to plans ; to supervise dredg-
ing operations and to make soundings; to make surveys;
to calculate quantities and estimate cost of work; to
prepare detail drawings, plans and specifications in
accordance with instructions; and to perform other
related work as required.
Qualifications Required: Graduation in engineer-
ing from a university of recognized standing, with one
year of experience in engineering work, or graduation
from the Royal Military College of Canada with two
years of engineering experience; junior membership in
The Engineering Institute of Canada or membership in
a provincial Association of Professional Engineers, or
professional qualifications which would permit of such
membership; good judgment, and ability to deal with
men.
Age Limit: Preference will be given to qualified
applicants who are not more than approximately 35
years of age on the last day for the receipt of appli-
cations.
Nature of Examination: A rating on education and
experience will be given from the sworn statements,
supporting documents, and other evidence submitted
by applicants on and with their application forms.
Candidates must give full particulars regarding their
technical training and experience, especially as they
bear on the qualifications for and duties of this position.
An oral examination may be given, if necessary in the
opinion of the Commission. No examination fee is
required.
Eligible List: An eligible list, valid for a period of
one year, for temporary and permanent appointment,
may be established.
Note: Future vacancies in positions of Junior
Engineer, Department of Public Works, in the Province
of Nova Scotia, may be filled by assignment from the
eligible list which will be established as a result of
this competition.
SITUATIONS WANTED
INDUSTRIAL EXECUTIVE, technically trained,
16 years experience in engineering, purchasing, pro-
duction, manufacturing, technical sales, merchandise,
general administration, and industrial relations.
Box No. 185-W.
ELECTRICAL AND CIVIL ENGINEER, b.sc.
Elee. '29, b.sc. Civil '33, jr.E.i.c. Age 33. Experience
includes four months with Can. Gen. E!ec. Co.,
approximately three years in engineering office of
large electrical manufacturing company in Montreal,
the last six months of which were spent as com-
mercial engineer, also experience in surveying and
about two years highway construction Year and a
half employed in electrical repair. Best of references.
Apply to Box No. 693-W.
CIVIL ENGINEER, u.a. (Cantab.). A.M.Inst.
ce., a. M. e. i.e. Age 35. Married. Experienced general
construction, reinforced concrete, roads, hydro-
electric design and construction, surveys. Apply
to Box No. 751-W.
MECHANICAL ENGINEER, jr.E.i.c, Technical
graduate, married, two children. Thirteen years
experience design of steam boiler plants, heating,
ventilating, air conditioning, piping layouts, esti-
mates, specifications, alBo sales and general engineer-
ing. Available on short notice. Box No. 850-W.
The Service is operated for the benefit of members of The Engineering Institute of
Canada, and for industrial and other organizations employing technically trained
men — without charge to either party. Notices appearing in the' Situations Wanted
column will be discontinued after three insertions, and will be re-inserted upon
request after a lapse of one month. All correspondence should be addressed to
THE EMPLOYMENT SERVICE BUREAU, THE ENGINEERING INSTITUTE OF
CANADA, 2050 Mansfield Street, Montreal.
EMPLOYERS!
The Institute's Employment Service has on file the records of many young
men graduating this spring in all the branches of engineering. Most of these
graduates have had some early engineering experience during their vacations.
In recent weeks the demand for engineers has risen to a point where a
scarcity has developed; therefore, we strongly recommend that employers
arrange now for any extra help that they may require permanently or for
the summer.
ELECTRICAL ENGINEER, b.a.sc. General Elec-
tric test course, induction motor and D.C. machine
design. Now employed in minor executive capacity.
Has also had experience as instrumentman on high-
way construction. Wants opportunity to serve where
technical training can be used to better advantage.
Apply to Box No. 993-W.
MECHANICAL ENGINEER, b.a.bc, a.m.b.i.c. Eight
years experience in shop practices, field erection,
draughting, design and estimating. Advanced training
in Industrial Management. Would like to work with
an industrial engineering firm or act as an assistant
to a manufacturing executive to gain further training
n industrial leadership. Married. Age 32. Apply
to Box No. 1543-W.
CIVIL ENGINEER, b.sc., s.e.i.c. Married. Six
months surveying; mill site; water supply, power
line location, earthwork, drainage, topographic.
Has given field instruction in surveying. Three
months bridge maintenance, asphalt paving inspec-
tion in two provinces. Five months draughting.
Excellent references. Speaks some French and
Spanish. Will go anywhere. Available on two weeks
notice. Apply to Box No. 1860-W.
CIVIL ENGINEER, b.sc. '25; A.M.B.I.C. Fifteen years
extensive general experience now desires permanent
industrial or municipal connection. Experience in-
cludes surveying and mapping; highway construc-
tion; construction, operation and maintenance of
wharves, dredged channels, water supply and sewer-
age systems, miscellaneous plant buildings, rein-
forced concrete structures. Executive background
with experience at purchasing and office manage-
ment. Available at short notice. Box No. 1919-W.
ELECTRICAL ENGINEER, b.sc. (Manitoba '34)
A.M.E.i.c Married, Canadian. Experience includes
year and half with British electrical firm in England
on apprenticeship course and erection work. Three
years as sales engineer of wide range of electrical
apparatus. Work included draughting and outside
erection of diesel driven generating equipment,
etc., also draughting and layout design. Experienced
in office routine and correspondence and can meet
public. References are available and will consider
any location. Box No. 2022-W.
CIVIL ENGINEER, b.a.sc (Tor. '34). Age 27.
Single. Two years experience with well known
firm of consulting engineers in surveying, water-
works and sewer design and construction and
municipal engineering. Three and one half years
experience in the design of mining machinery of
all kinds including sales engineering work in the
mining districts of Northern Ontario and Quebec
Well experienced in structural and mechanical
detailing. References. Apply to Box No. 2041-W.
SALES ENGINEER, fifteen years experience in sales
and sales management, oil burners, heating, indus-
trial heavy oil burners and air conditioning equip-
ment. McGill graduate. Apply Box No. 2046-W.
CIVIL ENGINEER, graduate N.S. Tech. College
(Civil '38) — 13 months experience with Geodetic
Survey in field, 6 months taking inventory of elec-
trical distribution system for utility evaluation, 2
months office appraisal for same, 8 months hydro-
electric design, including drafting plans for dam,
spillway, tail race and power house of reinforced
concrete, 4 months general maintenance work in-
cluding drawing plans for warehouses and repair
jobs. Would accept position anywhere in Canada.
Age 23. Good health. Jr.E.i.c. Single, British
Nationality. Box No. 2069-W.
ELECTRICAL ENGINEER, b.sc. (Alta. '36).
s.e.i.c Canadian, age 25, single. Six months general
surveying, including plane table, level and transit
work. Experience in large western industrial plant
includes six months as shift engineer, one year as
electrician, eighteen months as assistant plant
engineer. Work included draughting, design, estim-
ates and specifications for plant layouts, conveying
equipment, etc. Also some experience with produc-
tion work. Desires permanent position with future.
Good references available and will consider any
location. Box No. 2071-W.
PHYSICAL METALLURGIST, M.S., jr.E.i.c, a.s.m.
Age 24, single, presently employed. Wide experience
with large steel company in all types of metallo-
graphic testing, investigation of complaints, com-
mercial heat treatment. Familiar with steel mill
operation and production of automotive, alloy
forging, rail and structural steels. Box No. 2080-W
MECHANICAL ENGINEER, B.Eng. Mech., n.s.t.c
. '35, a.m.ei.c 8 mos. hwys. constr. One year survey-
ing anrjj mapping, one year lecturing in mathematics,
18 mos. engr. in charge of surveys and constr.
Writing and speaking ability. Particularly in-
terested in specializing. Single and a* present em-
ployed. 2083 -W.
ELECTRICAL ENGINEER, b.e. (n.s.t.c '36),
s.e.i.c. Age 25. Married, no children. One year's
experience electrical installation, operation and main-
tenance of power house, motors, generators, alter-
nators, transformers, switching gear, underground
cables, airport field lighting, conduit wiring, house
wiring and lighting at Newfoundland Airport. One
and a half year'sexperienceinmanufacturingplantin
responsible position including about six months in
official capacity. References. Location immaterial.
Available on about two weeks notice. Box No.2085-W .
COST ENGINEER, b.a.sc. Age 29. General experi-
ence covers drafting, surveying, estimating and
accounting. Special training in costing and manage-
ment with successful experience in this work for the
last two years Wishes to contact construction or
manufacturing company having good opportunities
for a technically trained cost man. Apply Box No.
2087-Wt
AERONAUTICAL ENGINEER, b.a.sc, a.m.e.i.c.
Age 37, married. Experienced in all phases of air-
craft design and production. Desires position of
responsibility where training can be used to better
advantage. Apply Box 2126-W.
THE ENGINEERING JOURNAL March, 1940
145
PRELIMINARY NOTICE
of Application for Admission and for Transfer
February 29th, 1940
The By-laws provide that the Council of the Institute shall approve,
classify and elect candidates to membership and transfer from one
grade of membership to a higher.
It is also provided that there shall be issued to all corporate members
a list of the new applicants for admission and for transfer, containing a
concise statement of the record of each applicant and the names of
his references.
In order that the Council may determine justly the eligibility of
each candidate, every member is asked to read carefully the list sub-
mitted herewith and to report promptly to the Secretary any facts
which may affect the classification and selection of any of the candi-
dates. In cases where the professional career of an applicant is known
to any member, such member is specially invited to make a definite
recommendation as to the proper classification of the candidate.*
If to your knowledge facts exist which are derogatory to the personal
reputation of any applicant, they should be promptly communicated.
Communications relating to applicants are considered by
the Council as strictly confidential.
The Council will consider the applications herein described in
April, 1940.
L. Austin Wright, General Secretary.
'The professional requirements are as follows: —
A Member shall be at least thirty-five years of age, and shall have been engaged
in lome branch of engineering for at least twelve years, which period may include
apprenticeship or pupilage in a qualified engineer's office, or a term of instruction in
a school of engineering recognized by the Council. The term of twelve years may,
at the discretion of the Council, be reduced to ten years in the case of a candidate
for election who has graduated from a school of engineering recognized by the Council.
In every caBe the candidate shall have held a position in which he had responsible
charge for at least five years as an engineer qualified to design, direct or report on
engineering projects. The occupancy of a chair as a professor in a faculty of applied
science of engineering, after the candidate has attained the age of thirty years, shall
be considered aB responsible charge.
An Associate Member shall be at least twenty-seven years of age, and shall have
been engaged in some branch of engineering for at least six years, which period may
include apprenticeship or pupilage in a qualified engineer's office or a term of instruc-
tion in a school of engineering recognized by the Council. In every case a candidate
for election shall have held a position of professional responsibility, in charge of work
as principal or assistant, for at least two years. The occupancy of a chair as an
assistant professor or associate professor in a faculty of applied science of engineering,
after the candidate has attained the age of twenty -seven years, shall be considered as
professional responsibility.
Every candidate who has not graduated from a school of engineering recognized
by the Council shall be required to pass an examination before a board of examiners
appointed by the Council. The candidate shall be examined on the theory and practice
of engineering, with special reference to the branch of engineering in which he has
been engaged, as set forth in Schedule C of the Rules and Regulations relating to
Examinations for Admission. He must also pass the examinations specified in Sections
9 and 10, if not already passed, or else present evidence satisfactory to the examiners
that he has attained an equivalent standard. Any or all of these examinations may
be waived at the discretion of the Council if the candidate has held a position of
professional responsibility for five or more years.
A Junior shall be at least twenty-one years of age, and shall have been engaged
in some branch of engineering for at least four years. This period may be reduced to
one year at the discretion of the Council if the candidate for election has graduated
from a school of engineering recognized by the Council. He shall not remain in the
olass of Junior after he has attained the age of thirty-three years, unless in the opinion
of Council special circumstances warrant the extension of this age limit.
Every candidate who has not graduated from a school of engineering recognized
by the Council, or has not passed the examinations of the third year in such a course,
shall be required to pass an examination in engineering science as set forth in Schedule
B of the Rules and Regulations relating to Examinations for Admission. He must also
pass the examinations specified in Section 10, if not already passed, or else present
evidence satisfactory to the examiners that he has attained an equivalent standard.
A Student shall be at least seventeen years of age, and shall present a certificate
of having passed an examination equivalent to the final examination of a high school
or the matriculation of an arts or science course in a school of engineering recognized
by the Council.
He shall either be pursuing a course of instruction in a school of engineering
recognized by the Council, in which case he shall not remain in the class of student
for more than two years after graduation; or he shall be receiving a practical training
in the profession, in which case he shall pass an examination in such of the subjects
set forth in Schedule A of the Rules and Regulations relating to Examinations for
Admission aB were not included in the high school or matriculation examination
which he has already passed; he shall not remain in the class of Student after he has
attained the age of twenty-seven years, unless in the opinion of Council special cir-
cumstances warrant the extension of this age limit.
An Affiliate shall be one who is not an engineer by profession but whose pursuits,
scientific attainment or practical experience qualify him to co-operate with engineers
in the advancement of professional knowledge.
The fact that candidates give the names of certain members as reference does
not necessarily mean that their applications are endorsed by such members.
FOR ADMISSION
ANGUS— HARRY HOLBORN, of 1221 Bay St., Toronto, Ont. Born at London,
Ont., December, 1881; Educ: B.A.Sc, Univ. of Toronto, 1904; R.P.E. of Ont.,
1904-12; dftsman & designer with Canadian ingersoll Band., Westinghouse Machine
Company, Western Electric Co., and Bethlehem Steel Co.; 1912-15, consltg. engr.,
Toronto; 1915-17, member of firm, MacMullen, Riley & Angus, New York & Tor-
onto; 1919 to date, consltg. engr., Toronto, specializing on mechanical, electrical,
ventilation, plumbing, and power plants for bldgs.
References: A. H. Harkness, M. B. WatBOn, C. S. L. Hertsberg, R. E. Smythe,
E. A. Cross.
BARNARD— WILLIAM ALFRED CHARLES, of 40 Beachdale Ave., Toronto
13, Ont. Born at Strood, Kent, England, Jan. 3rd, 1905; Educ: 3 evening terms at
Central & Danforth Technical Schools, Toronto; 1919-26, ap'ticeship with Rolph,
Stone, Clark Ltd., lithographers, learning all forms of lithographic art reproduction,
and 1926-27, continued with same firm in similar work as journeyman dftsman. and
artist; 1928 to date, asst. to the chief geographer, surveys branch, Dept. of Lands &
Forests, Ontario Provincial Government, Toronto, Ont. (Applying for admission as
an Affiliate).
References: J. L. Morris, W. J. Thomson, J. M. Gibson, A. Hay, R. M. Smith.
BONENFANT— EDMOND, of Duparquet, Que. Born at St. Bruno de Kamou-
raska, Dec. 25th, 1909; Educ: 1926-29, Quebec Technical School— Diploma in
Mechanics; 1939, I.C.S. Diploma in Inorganic Chemistry; 1928-30, and 1932-33,
transitman on surveying party, M. Laberge, Montreal, and R. E. Joron, Chicoutimi;
1934 to date, asst. chemist & metallurgist, and at present, asst. metallurgist & refinery
operator, Beattie Gold Mines Ltd., Duparquet, Que.
References P. Methe, A. V. Dumas, J. Dumont, R. E. Joron, A. Frigon.
BOUCHER— OMER JOSEPH ROGER, of 6572 Louis-Hebert St., Montreal,
Que. Born at Montreal, Dec 19th, 1914; Educ: B.A.Sc, Ecole Polytechnique,
Montreal, 1937; R.P.E. of Que. With the Provincial Govt, as follows: 1937-38,
Dept. of Trade & Commerce, 1938-39, Roads Dept., Oct. 1939 to Jan. 1940, Public
Works Dept.
References: A. Circe, T. J. Lafreniere, A. Duperron, S. A. Baulne, J. A. Lalonde,
L. Trudel.
BREBNER— KENNETH ALEXANDER, of Riverbend, Que. Born at Kingston,
Ont., April 21st, 1891; Educ: B.Sc, Queen's Univ., 1914. R.P.E. of Ont.; 1914-16,
inspecting shells, Imperial Munitions Board; 1916-27, dftsman., with the following
companies, Dominion Bridge, Riordon Pulp, Canadian Bridge, Hay Foundry & Iron
Works, Newark, N.J., Harris Structural Steel, New York; 1927-28, checker, Albert
Smith's Sons, Irvington, N.J.; 1930-31, asst. engr., Good Roads Mach. Co., New
York; 1928-29, struct'l. engr., Magor Car Co., Passaic, N.J.; 1937, designing engr.,
Bathurst Power & Paper Co., Bathurst, N.B.; 1937-38, chief dftsman., and Nov.
1938 to date, plant engr., Price Bros & Co. Ltd., Riverbend, Que.
References: G. F. Layne, S. J. Fisher, N. F. McCaghey, G. H. Kirby, A. Cunning-
ham.
DONALDSON— ADAM GILLESPIE, of Shaughnessy, Alta. Born at Lethbridge,
Alta., Mar. 8th, 1909; Educ: B.Sc, Univ. of Alta., 1933; 1928-32 (summers), Federal
Coal Company; 1933-35, Cadillac Coal Company, 1934-35, as mine overman; 1935
to date, mine supt., Lethbridge Collieries Ltd., Lethbridge, Alta.
References: C. S. Donaldson, J. M. Campbell, G. S. Brown, C. S. Clendening,
W. Meldrum.
FORD— JOHN NORMAN, of Calgary, Alta. Born at Calgary, May 6th, 1909;
Educ: B.Sc. (Elec), Univ. of Alta., 1934; 1934-35, mtce., 1935-36, local mgr.,
Prairie Power Co., Regina; 1936-40, student engr., and at present, junior engr.,
Calgary Power Co. Ltd., Calgary.
References: H. B. Le Bourveau, H. B. Sherman, J. McMillan, H. G. Thompson,
H. J. McLean.
FRASER— ROBERT, of Grand Mere, Que. Born at Sydney, N.S., Sept. 26th,
1911; Educ: B. Eng. (Mech.), N.S. Tech. Coll., 1935; 1932-33 (6 mos.), rodman,
gen. engrg. work, City of Sydney engrg. dept.; 1935 (5 mos), road inspr. in N.S. for
Milton Hersey Co.; 1935 to date, with the Consolidated Paper Corporation, Lauren-
tide Divn., Grand Mere, Que., as follows: 1935-36, heating & ventilating engr.,
1936-37, gen. mtce. engrg., 1937-38, paper-mill operating, 1938-39, asst. mill engr.,
1939 to date, operating engr. in paper mill.
References: H. O. Keay, E. B. Wardle, W. B. Scott, H. G. Timmis, V. Jepsen.
FRISCH— JOHN, of Riverbend, Que. Born at Oslo, Norway, Sept. 8th, 1886;
Educ: Diploma in Mech'l. Engrg., College of Horton, Norway, 1906; 1907-14, dfts-
man. on design of pulp & paper woodworking and hydraulic machy., 1914-17, chief
dftsman., J. & A. Jensen and Dahl, Oslo; 1917-19, with Union Paper Mills of Norway,
in consltg. capacity on mill plans in Russia; 1920-23, chief dftsman., P. B. Yates
Mach. Co., Beloit, Wis. and Hamilton, Ont.; 1923-29, mill mgr., John Fenderson Co.
Ltd.; 1929-39, mill engr., mech. supt., Can. International Paper Co. in complete
charge of mtce. & constrn. work. At present, mech. supt., Price Bros. & Co Ltd.,
Riverbend, Que.
References: S. J. Fisher, N. F. McCaghey, G. H. Kirby, G. F. Layne, A. H.
Chisholm, R. P. Freeman, C. Bang.
GALE— FREDERICK TYNER, of Calgary, Alta. Born at Macleod, Alta., Feb.
6th, 1908; Educ: B.Sc. (Elec), Univ. of Alta., 1934; 1929-33 (summers), misc.
office & outside work on bldg. constrn.; 1934, surveying, dept. of public works; 1935
(6 mos.), df'ing. & engrg. saleB, Wilkinson & McLean Ltd., Calgary; 1935-36,
serviceman, Canadian Utilities Ltd., Raymond; 1936 to date, junior engr., Calgary
Power Co. Ltd., Calgary.
References: G. H. Thompson, H. B. LeBourveau, J. McMillan, F. A. Brownie,
B. W. Snyder.
GENT— WILLIAM JAMES, of Newfoundland Airport, Nfld. Born at Trinity,
Nfld., Nov. 22nd, 1910; Educ: B. Eng. (Elec), N.S. Tech. Coll., 1935; 1935-36,
surveying, Land Settlement Board, St. John's, Nfld.; 1936-38, field engr., Hans
Lundberg Ltd., Toronto; 1938 to date, power plant operator, Newfoundland Airport.
References: F. C. Jewett, R. A. Bradley, K. R. Chestnut, D. Ross, G. H. Burchill.
GRANICH— JOSEPH EDWARD, of 529 Clifton St., Winnipeg, Man. Born at
Winnipeg, Dec. 20th, 1905; Educ: 1918-25, special courses, I.C.S. ; 1925-30, special
studies, telegraphy, etc.; 1918-23, clerk, 1923-25, operator, 1925-30, supervisor, mul-
tiplex dept., C. P. Communications; 1931-34, supervisor in charge grain quotation
ticker plant, Winnipeg Grain Exchange; 1934 (7 mos.), with Northern Electric Co.,
C.P.R. and Teletype Corpn., engrB. re installn. of high speed quotation ticker system
for Montreal Stock Exchange, also similar work in Vancouver. Also during 1934
i/c ticker installns. in various cities throughout Canada; 1934-37, supervisor, ticker
plant, Winnipeg Grain Exchange. At present, supervisor, printer & ticker services,
Western Lines, C. P. Communications. I/c of multiplex, teletype & ticker apparatus.
References: J. D. Peart, E. S. Braddell, V. C. Jones, F. S. Fisher, C. P. Haltalin.
GUNG— GEORGE, of Toronto, Ont. Born at Victoria, B.C., Sept. 27th, 1911;
Educ: B.A.Sc. (Mech.), 1937; M.A.Sc, Univ. of Toronto; 1935 (summer), Beatty
Bros. Ltd.; 1937 (summer), Can. Gen. Elec. Co. Ltd., Toronto; 1937-38, part time,
and 1938 (Oct. -Nov.), full time research aest., mech. dept., Univ. of Toronto; 1939
(Jan. -Mar), Massey Harris Co. Ltd., Toronto. At present, junior testing engr.,
H.E.P.C. of Ontario, Toronto, Ont.
References: R. W. Angus, G. R. Lord, E. A. Allcut, W. D. Walcott, R. B. Young.
146
March, 1940 THE ENGINEERING JOURNAL
HAND— NORMAN C, of 130 Colbeck St., Toronto, Ont. Born at Philadelphia,
Pa., Aug. 31st, 1886; Educ: B.S., Central High School, Phila. 1906-09, Spring
Garden Institute and Drexel Institute, Phila.; R.P.E. of Ont.; 1904-06, apprentice
machinist, 1906-08, apprentice dftsman., 1908-10, dftsman., Dr. W. M. White,
Milwaukee; 1910-13, turbine erector, 1913-16, asst. mech. engr., H. B. Taylor, Phila.;
1916-22, asst. supt. shops, Wm. Cramp & Sons, Phila.; 1922-24, mech. engr., I. P.
Morris Co., and 1924-29, mgr., I. P. Morris Co. and De La Vergne Co., Phila.;
1929-35, mgr., and 1935 to date, vice-president & gen. mgr., S. Morgan Smith Inglis
Co Ltd., Toronto, Ont.
References: T. H. Hogg, H. G. Acres, O. Holden, R. L. Hearn, McN. DuBose.
HOLLI— SULO A., of 2476 Lincoln Road, Windsor, Ont. Born at Tampere, Fin-
land, Sept. 29th, 1918; 1932-36, Windsor Vocational School— Diploma in Technical
Dept.; 1936-39, Detroit Institute of Technology — has earned sixty credit hours
towards Bach, degree in Mech. Engrg. Continuing studies at night; 1936 to date,
dfting engr., engrg. dept., Canadian Industries Ltd., Windsor, Ont.
References: J. F. Bridge, C. F. Davison, H. L. Johnston.
KINDERSLEY— ROBERT ERSKINE GORDON, of 37 Strathearn Road,
Toronto, Ont. Born at Exeter, Devon, England, Nov. 2nd, 1906; Educ. : 1925-27 (2
years of three year engrg. course), Cambridge University; 1927-28, dftsman., and
1928-34, in various capacities in refinery process work, International Petroleum Co.,
Peru; 1934-40, process work, lab. work, and sales work, Imperial Oil Ltd., Canada.
At present, statistician, at head office, Toronto.
References: K. D. McDonald, I. H. Nevitt, J. W. MacDonald, E. M. Salter,
G. R. Conrod, T. Montgomery.
LAIRD— ROBERT G., of Calgary, Alta. Born at Crystal, North Dakota, Dec.
2nd, 1896; Educ: B.Sc. (MhVng), North Dakota Sch. of Mines, 1927; 1928-29,
diamond drilling, Flin Flon area, Sudbury Diamond Drill Co.; 1929-30, surveying,
diamond drill hole locations, etc., H. M. B. Inglis, and 1930, similar work with
Frontier Development Co.; 1930-32, Imperial Oil Refineries, Calgary; 1932-38,
Royalite Oil Company, Turner Valley; 1938 to date, i/c engrg. dept., Valley Pipe
Line Co., Turner Valley, Alta.
References: S. G. Coultis, G. D. Phelps, H. L. Stevens-Guille, J. W. Young, R. W.
Dunlop.
LEXIER— HERSCHEL LOUIS, of 19 Yale Apts., Winnipeg, Man. Born at
Winnipeg, June 11th, 1915; Educ: Bach. Mech. Engrg., Univ. of Minnesota, 1938;
1938-39, highway survey, for Sask. Govt.; 1939-40, asBt. to mech. supt., Swift & Co.,
St. Boniface, Man.
References: N. M. Hall, C. P. Haltalin, J. W. Sanger, H. L. Briggs, G. L. Shanks.
MACLACHLAN— KELLOGG SINCLAIR, of 630 Clarke Ave., Westmount,
Que. Born at Toronto, Jan. 27th, 1892; Educ: B.A.Sc, Univ. of Toronto, 1913;
1910-12 (summers), apprentice work; 1913, chemist, 1913-15, supt., Metals Chemical
Co., Welland; 1915-16, constrn. engr., National Synthetic Co., Perth Amboy, N.J.;
1916-18, supervisor, production & distribution of explosives, Imperial Munitions
Board; 1918, Cadet, Can. Engrs., C.E.F.; 1919, asst. to director of technical education,
Ontario; 1920-24, various minor positions, Lincoln Paper Mills, Ltd.; 1924-25, asst.
to R. Home Smith, receiver and manager, Lincoln Mills, Ltd.; 1925-27, gen. mgr.,
Lincoln Pulp & Paper Co. Ltd.; 1927-30, managing director, Alliance Paper Mills
Ltd.; 1930-32, gen. mgr., and 1932 to date, president and gen. mgr., Fraser Com-
panies Limited; Sept. 1939 to date, Acting Deputy Minister, Dept. of National
Defence, Ottawa, Ont.
References: L. A. Wright, C. D. Howe, C. J. Mackenzie, W. Maclachlan, W. H-
Munro, C. P. Edwards, A. Ferrier.
McINTYRE— WALTER BAKER, of 173 Peter St., Port Arthur, Ont. Born at
McCreary, Man., May 9th, 1904; Educ: 1920-24, special night classes, Kelvin Tech-
nical School, Winnipeg; 1925-26, private tuition in engrg., as approved by Univ. of
Man.; 1920-24, chainman, rodman, 1925-27, levelman, transitman, 1927-28, instr'man.
Port Arthur Divn., 1920-30, res. engr. on constrn., and 1931 to date, field engr.,
Can. Nat. Rlys. Estimating, laying out and final constrn., culverts, bridges, drain-
age, water stations, coaling plants, gen. track constrn., mtce., location surveys to
final constrn.
References: P. E. Doncaster, S. E. Flook, W. Walkden, H. Os, F. C. Graham,
G. Eriksen.
MOTT— CHARLES ALLAN, of Belleville, Ont. Born at Belleville, Nov. 2nd,
1897; Educ: 1923-24, I.C.S. course in municipal engrg. 1925, arch'l. course (corres.),
Chicago Technical College; R.P.E. of Ont.; 1919-29, asst. to city engr., and 1929 to
date, city engr., bldg. inspr. and supt. of public works, City of Belleville, Ont.
References: F. S. Lazier, W. L. Langlois, E. R. Logie, J. J. Macnab, H. L. Scher-
merhorn, R. H. Parsons, A. E. Berry, W. Storrie.
PITTIS— RALPH COLIN ALFRED, of 18 Balmy Ave., Toronto, Ont. Born at
Toronto, May 20th, 1913; Educ: B A Sc, Univ. of Toronto, 1938; 1935 (3 mos),
reinforced concrete detailing: 1936 (Jan. -Aug.), air base constrn. & teaching, Frontier
College; 1937-38, Baie Comeau development, Foundation Company; 1938 (4 mos),
road constrn., Highway Paving Co.; 1938-39, office bldg. constrn., Foundation Com-
pany; 1939, oil refinery constrn., Canadian Kellog Co.; Oct. 1939 to date, service
station and plant constrn., Imperial Oil Limited, Toronto, Ont.
References: R. E. Chadwick, L. Grime, C. R. Young, W. B. Dunbar, F. H. C*
Sefton.
RABB— ARTHUR H., of Kenora, Ont. Born at Perth, Ont., Feb. 8th, 1906;
Educ: B.Sc (Civil), Queen's Univ., 1931; R.P.E. of Ont.; 1929-30 (summers),
paving inspr., Dept. of Highways, and grading & retaining wall constrn.. City of St.
Thomas. With Dept. of Highways of Ontario as follows: 1931-32, rodman, 1934-35,
instr'man. i/c of grading contract, 1935-37, instr'man. i/c of constrn. of concrete
pavements, 1937 to date, asst. i/c of paving operations and divn. mtce.
References: E. A. Kelly, W. F. Noonan, C. K. S. Macdonell, W. L. Saunders, W. P.
Wilgar.
RITCHIE— CHRISTOPHER, of Calgary, Alta. Born at Edmonton, Alta., Jan !
5th, 1914; Educ: B.Sc. (Elec), Univ. of Alta., 1935; one year post graduate in radio
engrg. at Univ. of Alta.; 1936-40, student engr., and at present junior engr., Calgary
Power Co. Ltd., Calgary.
References: G. H. Thompson, H. J. McLean, H. B. LeBourveau, H. B. Sherman,
J. McMillan.
SHAPCOTTE— REGINALD F., of Port Arthur, Ont. Born at Port Arthur,
Feb. 26th, 1913; Educ: 1928-33, Port Arthur Technical School, dfting and surveying
diploma; 1934-36, surveyor's dftsman. & instr'man., Dept. of National Defence;
1936-37, dftsman., Thunder Bay Harbour Improvements Co.; 1937-38, cruising ;&
mapping for Detroit Sulphite Pulp & Paper Co.; 1939, planning & supervising con-
strn., L. Y. Mcintosh, Architect; at present, dftsman., Dept. of Public Works, Port
Arthur, Ont.
References: H. Os, G. H. Burbidge, P. E. Doncaster, S. E. Flook, C. J. L. San-
derson.
WEBSTER— JAMES S., of Shaughnessy, Alta. Born at Windygates, Fifeshire,
Scotland, Dec. 18th, 1903; Educ: 1924-27, Heriot Watt College (did not complete
course); 2nd class mining cert, for Alta. 1st class elect'l. ; 1918-23, ap'ticeship with
Fife Coal Co., Scotland; 1923-29, electrn. with Wemyss Coal Co., Fife, Scotland;
1929-31, electrn., with Roy Electric, Lethbridge, Alta.; 1931 (6 mos), electrn. with
Can. Gen. Elec. Co., Lethbridge; 1931-35, chief electrn., Cadillac Coal Co., Leth-
bridge, Alta.; 1935 to date, chief electrn., Lethbridge Collieries, Lethbridge, Alta.
References: C. S. Donaldson, J. T. Watson, J. M. Campbell, G. S. Brown, C. S.
Clendening.
FOR TRANSFER FROM THE CLASS OF ASSOCIATE MEMBER TO THAT
OF MEMBER
EAGER— NORMAN ALDWYN, of Hamilton, Ont. Born at Montreal, July
18th, 1900; Educ: B.Sc, McGill Univ., 1922, M.C E, Cornell Univ., 1923; R.P.E.
of Que.; 1921, dftsman., Phoenix Bridge & Iron Works; 1922, dftsman., dept. of
highways, Penna.; 1924, res. engr., dept. of highways, Illinois; 1924-25, designer and
salesman, Canadian Vickers; 1925-26, bldg. supt., Church Ross Co.; 1926-40, de-
signing engr. and power sales research engr., Shawinigan Water & Power Company,
Montreal; at present, asst. sales mgr., Burlington Steel Company, Hamilton, Ont.
(Jr. 1925, A.M. 1934).
References: J. A. McCrory, C. R. Lindsey, E. Brown, R. E. Jamieson, E A Ryan.
FOR TRANSFER FROM THE CLASS OF JUNIOR
COOPER— JOHN SIDNEY, of New Liskeard, Ont. Born at Toronto, Ont., Oct.
14th, 1912; Educ: B.A.Sc, Univ. of Toronto, 1934; 1930-34, contractor's asst. on
bldg. constrn. work; 1934-35, surveyor's asst., and 1935-36, instr'man. & engr. super-
vising constrn. of waterworks, sewers & town surveying, Sutcliffe Co. Ltd., New
Liskeard, Ont. With the Wabi Iron Works Ltd., as follows: 1936-38, struct'l. &
mech'l. dftsman., and 1938 to date, chief dftsman. in full charge of drawing office.
Responsibility includes design of mine cars, man cages, ore skips, mill machy. & gen.
castings. Part time on sales engrg. work covering mining areas of Ontario & Quebec,
consltg. with engrs. on design of equipment for specific applications. (Jr. 1936).
References: H. W. Sutcliffe, E. A. Beman, C. R. Young, J. M. Gilchrist, W. J.
Smither.
MacCARTHY— HENRY BLAIR, of 110 Lisgar St., Ottawa, Ont. Born at
Ottawa, June 7th, 1906; Educ: B.Sc. (Chem.), McGill Univ., 1928; 1926-27 (sum-
mers), steelman, Fraser Brace Co., operator, Shawinigan Chemicals; 1928-30, sur-
veying, cost estimating, and designing for water power developments, Gatineau
Power Company; 1936 to date, Dept. of National Defence, senior asst. engr. on
design, estimates, and specifications for bldg. constrn., water supplies, and gen.
military station development work. (Jr. 1930).
References: G. G. Gale, W. E. Blue, E. G. C. Chambers, H. E. Maple, R. H.
Cooper, R. K. Odell.
ORR— WILLIAM WINSTON, of 683 Lake Shore Road, Toronto, Ont. Born at
Ottawa, Ont., June 26th, 1901; Educ: B.Sc, Queen's Univ., 1927. With the Can.
Gen. Elec. Co. Ltd., as follows: 1927-28, students' test course, Peterborough; 1928-29,
distribution transformer desigti engr., and 1929 to date, power transformer design
engr., Toronto. (St. 1928, Jr. 1930).
References: C. E. Sisson, D. Norman, W. M. Cruthers, G. W. Painter, D. L.
McLaren.
FOR TRANSFER FROM THE CLASS OF STUDENT
GUNTER— ALLAN NELSON, of Regina, Sask. Born at Edmonton, Alta., Feb.
25th, 1916; Educ: B.Sc (Chem), Univ. of Alta., 1938. With Prairie Farm Rehabilita-
tion Act as follows: 1936-37 (summers), rodman & field dftsman., 1938 (summer),
instr'man., July 1939 to date, junior engr. (St. 1939).
References: H. R. Webb, R. M. Hardy, C. A. Robb, R. S. L. Wilson, C. M. Moore.
HANKIN— EDMUND A., of 5590 Bradford Place, Montreal, Que. Born at
Montreal, Apr. 29th, 1912; Educ: B. Eng., McGill Univ., 1934. 1 year at the Univ. of
Grenoble, France. With Francis Hankin & Co. Ltd. as follows: 1931-32 (summers),
design & estimating work; 1935-37, asst. air conditioning dept., and 1937 to date,
engr. in charge of air conditioning dept. (St. 1934).
References: F. A. Combe, E. A. Ryan, J. A. Kearns, W. J. Armstrong, A. P.
Shearwood.
HOOD— GEORGE LESLIE, of 158 Mclntyre St. W., North Bay, Ont. Born at
Minnedosa, Man., April 17th, 1910; Educ: B.Sc, Univ. of Man., 1932; 1934-37,
elect'l. mtce., Howey Gold Mine, Red Lake, Ont.; 1937-38, demonstrator, Univ. of
Toronto: 1938 (2 mos.), dftsman., Malton Airport Lighting, Toronto; 1938 to date,
junior asst. meter & relay engr., H.E.P.C. of Ontario, North Bay, Ont. (St. 1930).
References: E. P. Fetherstonhaugh, N. M. Hall, R. E. Smythe, H. Robertson.
HYMAN— ERNEST ROY, of Pointe a Pierre, Trinidad, B.W.I. Born at Winnipeg,
Man., Aug. 7th, 1915; Educ: B.Sc, Univ. of Man., 1934. Grad. R.M.C., 1938. S.M.
(Civil), Mass. Inst. Tech., 1939; 1939, dftsman., Universal Oil Products Co., and
Sargent & Lundy, Chicago; at present, asst. engr., Trinidad Leaseholds Ltd., Pointe
a Pierre, Trinidad, B.W.I. (St. 1936).
References: W.*M. Fife, R. W. Emery, L. F. Grant, H. H. Lawson, G. G. M. Carr-
Harris.
McGINNIS— ARTHUR DAVID, of Kingston, Ont. Born at Phillipsburg;
Que., Aug. 14th, 1917; Educ: B.Sc, Queen's Univ 
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